ME (Seeing Twin)

Seeing Double
Transition from Single to

Twin-Engine Aircraft
AVIATERA
Ground Training Division
Seeing Double May 19, 2004

Transition to Twins Slide 1
Outline
 Single vs. Multi-Engine
 Multi-Engine Terminology
 Obtaining a Multi-Engine Rating
 Multi-Engine Safety Tips
 Staying Current and Competent
 Summary

Single vs. Multi-Engine - Safety
 Main benefit of twin: Redundancy
 Still have power if one engine quits
 Dual vacuums pumps
 Dual alternators
 Main detriment of twins: If managed incorrectly,

that one engine will try to flip the plane over
 The large yawing moment caused by the operative engine can
cause the plane to enter a spin

Single-Engine vs. Multiengine
 Single-Engine  Multiengine
 lower sex appeal  higher sex appeal
 lower useful load  higher useful load
 lower climb rate  higher climb rate
 slower cruise  faster cruise
 lower service ceiling  higher service ceiling

Single-Engine vs. Multiengine
 Single-Engine  Multiengine
 longer range  shorter range
 greater endurance  less endurance
 lower stall speed  higher stall speed
 lower fatal accident rate  higher fatal accident rate
 lower cost  higher cost
 operating/maint cost  operating/maint cost
 acquisition cost  acquisition cost

Piper Saratoga II TC vs. Seneca V
Saratoga Seneca
# of Engines/Seats 1/6 2/6
Max. Gross Weight 3600 lbs 4750 lbs
Useful Load 1135 lbs 1337 lbs
Payload w/full fuel 523 lbs 605 lbs
Cruise Speed (10,000’) 175 kts 182 kts
Service Ceiling 20,000’ 25,000

Piper Saratoga II TC vs. Seneca V
Saratoga Seneca
Range w/reserve 950 nm 828 nm
Endurance 7.8 hrs 5.6 hrs
Fuel Burn 18.5 gph 24.0 gph
Stall Speed (gear/flaps dn) 63 kts 61 kts
S.E. Rate of Climb @ S.L. 1175 fpm 250 fpm
Cost New $456,100 $564,200

 takeoff
 decision making
 need to keep up with emergency skills
 more complex - multiple fuel tanks, crossfeed,

multiple electrical systems - must determine what
to do if one fails
 increases workload
 higher speeds further increase workload

Arguments Against Twins
 More complex
 Twice as many engines to fail
 Twice as many engines to maintain
 Higher fuel consumption
 May not be able to maintain altitude

 “The second engine will fly you to the scene of the crash”
 Example: SE ceiling for Duchess 6200 @ max gross
 However, increases to 10000 at 400lbs less
 What percentage of your flight time is spent over Absolute Ceiling?
 Less efficient
 two engines - less efficient, which means more horsepower, which
implies more fuel consumption, which means more hp, which implies
more weight/etc

Arguments For Twins
 Higher Performance
 Increased Safety
 Backup engine!
 If emergency procedures practiced
 Increased Useful Load
 Required For Most Commercial Operations
 Bragging Rights
 Slipstream produces lift

Outline
 Summary

Multi-Engine Cockpit
Beechcraft
Duchess

ME Aerodynamics
 Why low performance for SE operation?
 Thrust not in centerline (for conventional twin) -> to maintain
directional control, must use rudder
 More options for CG

 Can use nose compartment
 W&B calculation same as for SE

Straight-and-Level

Engine Failure

Engine Failure
Relative
Wind

Eliminating the Side Slip

Types of Twins
 Light Twin
 Check FARs for weights, requirements
 Centerline Thrust
 Cessna Sky Master
 Adams A500
 Conventional vs. Counter-rotating
 Turbo-Prop
 King Air
 The P-38 had no critical engine because both

propellers rotated outwards.

New V-Speeds
All of the standard v-speeds, plus:
 VMC - Minimum Controllable Airspeed
 VXSE - Best Single-Engine Angle of Climb
 VYSE - Best Single-Engine Rate of Climb
 VSSE - Safe Single-Engine Speed AIRSPEED
MPH 40
240
220 60
200 80
180 100
160 120
140

Other Twin Lingo
 Airspeeds
 Red Line
 Blue Line
 Critical Engine
 Propeller Terms
 Windmilling
 Feathering
 Counter-rotating
 Takeoff Distance
 Accelerate-Stop Distance
 Accelerate-Go Distance

Multiengine Glossary
 Blue Line Airspeed (VYSE)
 Airspeed that gives the best rate of climb with an engine out
(VYSE), marked by a blue radial line on the airspeed indicator
 If an engine fails in a multiengine airplane, the blue line airspeed

gives the best rate of climb or the least rate of descent.

 Critical Engine
 The engine on a multiengine airplane that would cause the
most difficulty in maintaining control of the airplane if it failed
in a critical condition of flight, such as takeoff.
 To eliminate the critical engine, the right engine on some

airplanes rotates counterclockwise while the left engine
rotates clockwise. Thus the moment arm for both propeller
disks is close to the fuselage.

 Minimum Controllable Airspeed (VMC)
 Lowest speed at which the airplane is controllable with one
engine developing takeoff power and the other engine’s
propeller windmilling.
 The minimum controllable airspeed (VMC) is marked by a red

radial line on the airspeed indicator.

 Minimum Safe Single-Engine Airspeed (VSSE)

 The airspeed recommended by the airplane manufacturer as
the minimum safe speed at which to perform intentional
engine cuts.
 Never intentionally cut an engine below the minimum safe

single-engine airspeed (VSSE). This speed is intended to reduce
the accident potential from loss of control after engine cuts at
or near VMC.

 Accelerate-Stop Distance
 The runway distance required for an airplane to accelerate to
V1 or VYSE, lose an engine at that speed, and then slow the
airplane to a full stop.
 This definition of accelerate-stop distance applies to commuter

and air transport category aircraft.

 Accelerate-Stop Distance (small

aircraft, >10 occupants, Part 135 ops.)
 The runway distance required for an airplane to accelerate
to V1, lose an engine at that speed, and slow the airplane
to a speed no greater than 35 knots.
 I think the accelerate-stop distance should be called the

“accelerate-slow distance”, because you don’t have to
stop. Even better, it could be called the “accelerate-then-
survive-the-crash” distance.

 Accelerate-Go Distance
 The takeoff roll distance required for an airplane to accelerate
to V1 or VYSE and then continue the takeoff if an engine fails at
that speed.
 The accelerate-go distance is not provided for all airplanes.

This could be an implied admission by the manufacturer that
the airplane can not accomplish this.

Factors of VMC
 Full Power at Sea Level
 Cowl Flaps Open
 Max Gross weight
 Most rearward CG
 Max bank 5 degrees into good engine

 Raise the dead
 Critical engine windmilling (or auto-feathered)

Outline
 Summary

Training Overview
 Main goal: How to handle failure of one engine
 Especially on takeoff roll, and just after takeoff
 ME airplanes are not tremendously faster than

high-performance SE
 ME systems are somewhat more complex

 Crossfeed
 Two engines, vacuum pumps, alternators, fuel pumps, etc.
 Synchronizers, yaw dampers, pressurization, strobe-effect
indicator, deice, weather radar, oxygen
 most me ac use constant speed, controllable pitch, full-
feathering propeller
 3/4 plate drag
 similar to se except high/low rpm and feathering capability

Training (cont.)
 one major difference is the function of engine oil in
the propeller system
 ME oil moves to flat pitch, high rpm
 expect to spend more time learning the systems of

a me ac
 dual electrical busses, what happens when one fails?
 multiple tanks - mains and aux, left and right, can

only crossfeed from mains normally - for this
reason, aux tanks should be used early in flight

Additional Aircraft Class
 MEL = Multi-Engine Land
 Requires a checkride
 Oral and flight test, but no written
 As with any checkride, makes you current for the next two years
 Can be added to Private or Commercial
 Can also be done as an initial Private or Commercial rating

 For example, can have Commercial ME privileges and Private SE
privileges
 Don’t need to do commercial single maneuvers
 If you have an instrument rating, you must perform

instrument maneuvers
 Two instrument approaches on the practical test: one SE, one ME

Private Pilot Requirements
 Hours required
 Maneuvers required

Commercial Pilot Requirements
 Hours required
 Maneuvers required

Multiengine Training Syllabus
 FAA Advisory Circular 61-9B
 Practical Test Standards
 Multiengine Training
 Preflight Examination
 Flight Maneuvers and Procedures
 Ground Reference Maneuvers
 Flight at Minimum Controllable & Landing Airspeeds

 Multiengine Training (continued)
 Stalls
 Maximum Performance Operations
 Control by Reference to Flight Instruments
 Use of Radio, Autopilot and Special Equipment
 Emergencies
 Emergency Operation of Aircraft Systems
 Engine-Out Emergencies

 Engine-Out Emergencies
 Propeller Feathering or Engine Shutdown
 Engine-Out Minimum Control Speed (VMC) Demo
 Engine-Out Best Rate-of-Climb Demo
 Effects of Configuration on Engine-Out Performance
 Maneuvering with an Engine-Out
 Approach & Landing with an Engine-Out

Outline
 Summary

Staying Current
 FAA Regulations
 WVFC Regulations

Outline
 Common and New Twins
 Summary

Safety Tips
 Never go below VYSE
 Keep current on emergency procedures

 With a SE airplane, the decision is made for you if the engine
fails
 Don’t combine emergencies during training

Engine-Out Performance
 Title 14 of the Code of Federal Regulations
(Federal Aviation Regulations) §23.67
IF MGW > 6000 lbs

OR IF Stall Speed > 61 knots
THEN Single Engine Rate of Climb @ 5000’
 .027 × (VS0)2
WITH Gear & Flaps Up
Dead Engine Feathered
Cowl Flaps on Good Engine Open

Engine-Out Climb Performance
Aircraft Required ROC Actual ROC

Piper Seneca N/A 0 fpm
Piper Aztec N/A 50 fpm
Beech Baron D55 121 fpm 121 fpm
RC 500S Shrike 107.16 fpm 129 fpm
Cessna 310 110.2 fpm 119 fpm
Source: AOPA

Engine-Out Climb Performance
 When one engine is lost in a light twin, the loss in
climb performance is 80-90%.
Airplane % Loss
Beech Baron 58 80.7
Cessna 310 78.1
Cessna 402B 86.0
Piper Aztec 83.5
Piper Seneca 89.8

Source: AOPA
Multiengine Rule #1
 Never allow the airspeed to drop below published
VMC except during the last few yards of the landing
flare, and then only if the field is extremely short.
Source: Richard N. Aarons, FAA Accident Prevention Program

FAA-P-8740-25, AFO-800-1079
Multiengine Rule #2
 A best all-engine angle-of-climb speed that is
lower than VMC is an emergency speed and should
be used near the ground only if you’re willing to
bet your life that one engine won’t quit during the
climb.

FAA-P-8740-25, AFO-800-1079
Multiengine Rule #3
 Use the manufacturer’s recommended liftoff
speed or VMC plus five knots, whichever is greater.

FAA-P-8740-25, AFO-800-1079
Multiengine Rule #4
 After leaving the ground above VMC, climb not
slower than single-engine best rate-of-climb speed
and not faster than best all-engine rate of climb
speed. The latter speed is preferable if obstacles
are not a consideration.

FAA-P-8740-25, AFO-800-1079
Multiengine Rule #5
 Be a skeptic when reading the performance tables
in your aircraft owners manual and be doubly sure
you read the fine print. Add plenty of fudge
factors.

FAA-P-8740-25, AFO-800-1079
Multiengine Safety Tip #1
 Don’t even think of spinning a multiengine
airplane.
 Manufacturers are not required to demonstrate spin recovery
for certification of multiengine airplanes
 Even if spin recovery techniques are published in the owners

manual, they may not work, especially if not started quickly
and properly.

 Don’t even think of stalling a multiengine airplane

while operating on one engine.
 A single-engine stall in a multiengine airplane can turn in to a
spin very quickly. (See Tip #1).

 Avoid VMC demonstrations when the stall speed is
higher then VMC.
 VMC decreases with altitude while the stall speed remains
constant. Climbing to a high altitude for a VMC demonstration
may cause the airplane to stall before VMC is reached. This is
not good. (See Tip #2).
 Rather than doing VMC demonstrations at a low altitude, block
the rudder pedal, which will cause VMC to increase.

 Don’t use the extra engine to justify taking extra

risks, especially with the weather.
 A thunderstorm can trash a multiengine airplane just as easily
as a single-engine airplane.
 Weather related issues are a more significant factor in

multiengine accidents than in single engine accidents.

 Don’t fly IFR in any airplane unless you are IFR

proficient in that specific airplane.
 If you have both an IFR rating and a multiengine rating, you
may still not be proficient flying IFR in a multiengine airplane,
especially if an engine fails in instrument conditions or during
a missed approach.

 If you must takeoff with a high gross weight, use a
longer runway.
 Gross weight is the single most important factor affecting
climb performance. Single-engine climb performance will be
greatly increased with a lower gross weight.
 Longer runways allow for safer aborts after T/O emergencies.

Avoid intersection departures!

 If you must takeoff on a short runway, reduce

takeoff weight as much as possible.
 Reducing takeoff weight will reduce ground roll and increase
climb performance.

 Perform a pre-takeoff briefing - decide on an

altitude, below which the takeoff will be aborted in
the event of an engine failure.
 It is always better to go through the fence at 50 kts than hit the
trees at 120 kts.
 The pre-takeoff briefing puts the pilot in the proper frame of

mind, removing distractions and preparing to react if problems
occur during takeoff.

 Maintain currency on multiengine emergency

procedures.
 A one hour flight review every two years is not enough.
 Consider training to “professional” standards, with flight

checks every six months.

Diamond DA42 Twin Star
 Four Seats
 Speeds
 Max Cruise (80% Power) 181 KTAS (12,500 ft)
 Stall Speed (VS0) 56 KTAS
 Climb Performance
 Sea Level, Both Engines 1730 fpm
 12,000 ft, Single Engine 400 fpm
 Weights
 Max Gross Weight: 3,637 lb
 Useful Load: 1,237 lb
 Engines: Thielert Centurion 135hp turbo diesel

 10.7 GPH Total Fuel Consumption
 FADEC, auto-feather
 Runs on Diesel or Jet A

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Titluri conexe

Seeing Double

Transition from Single to

Seeing Double May 19, 2004

 Obtaining a Multi-Engine Rating

 Multi-Engine Safety Tips

 Staying Current and Competent

Seeing Double May 19, 2004

 Main detriment of twins: If managed incorrectly,

Seeing Double May 19, 2004

Seeing Double May 19, 2004

Seeing Double May 19, 2004

Seeing Double May 19, 2004

Seeing Double May 19, 2004

 need to keep up with emergency skills

 more complex - multiple fuel tanks, crossfeed,

 higher speeds further increase workload

Seeing Double May 19, 2004

 Twice as many engines to fail

 Twice as many engines to maintain

 Higher fuel consumption

 May not be able to maintain altitude

Seeing Double May 19, 2004

 Increased Useful Load

 Required For Most Commercial Operations

 Slipstream produces lift

Seeing Double May 19, 2004

 Obtaining a Multi-Engine Rating

 Multi-Engine Safety Tips

 Staying Current and Competent

Seeing Double May 19, 2004

Seeing Double May 19, 2004

 More options for CG

Seeing Double May 19, 2004

Seeing Double May 19, 2004

Seeing Double May 19, 2004

Seeing Double May 19, 2004

Seeing Double May 19, 2004

 Conventional vs. Counter-rotating

 The P-38 had no critical engine because both

Seeing Double May 19, 2004

 VMC - Minimum Controllable Airspeed

 VXSE - Best Single-Engine Angle of Climb

 VYSE - Best Single-Engine Rate of Climb

 VSSE - Safe Single-Engine Speed AIRSPEED

Seeing Double May 19, 2004

Seeing Double May 19, 2004

 If an engine fails in a multiengine airplane, the blue line airspeed

Seeing Double May 19, 2004

 To eliminate the critical engine, the right engine on some

Seeing Double May 19, 2004

 The minimum controllable airspeed (VMC) is marked by a red

Seeing Double May 19, 2004

 Minimum Safe Single-Engine Airspeed (VSSE)

 Never intentionally cut an engine below the minimum safe

Seeing Double May 19, 2004

 This definition of accelerate-stop distance applies to commuter

Seeing Double May 19, 2004

 Accelerate-Stop Distance (small