Multi- Engine Checkride

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Multi- Engine Checkride

Posted by John Munn on Oct 19, 2017 3:47 pm

Hi all, I am getting close to scheduling my multi-engine checkride. Any helpful tips/advice for me? This has been some fun training. The single-engine ILS while under the hood is a challenge, but really not all that difficult once you really get to know the aircraft and procedures. I'm learning in an old Piper Aztec (with no GPS). 

Happy flying! 
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Re: Multi- Engine Checkride

Posted by Jerry Mcmillan on Oct 19, 2017 6:49 pm

Good luck in your check ride! Just do your proceedures like you have done over and over to identify and secure the faulty engine.  Then trim everything up and realize you have a very underpowered airplane. Fly using all of your instrument proceedures, again, just like you have done over and over.  When you get on the ILS, set what power you use for single engine glide slope, trim it up and leave the throttle alone.  Change config with gear , prop and flaps if at all possible.  Then just consentrate on keeping everything centered. If stable you should get down to 100 ft with minor corrections, trim. If you change the power much, you throw everything else out and must re-trim it all again. It is too much work. Been there, done that.  Just make it as easy on yourself as possible.  Proceedures are the same in big jets or small twins.  One lesson I learned when I took multi- training for the first time, 38 years and 21000 hours ago.  Again, good luck!
P.S. flying a twin is still really cool!

Re: Multi- Engine Checkride

Posted by Ronald Levy on Oct 20, 2017 4:51 pm

​For the oral, make sure you fully understand the concepts of accelerate-go and accelerate-stop distances, and can calculate them for your actual takeoff conditions.  If your POH doesn't have such tables/charts, you're going to have to kludge them together from the regular takeoff and landing charts and the OEI climb charts.  Make sure you use that information to do a detailed and coherent takeoff briefing before you take the runway for departure about your planned takeoff and after-takeoff engine failure options.

In the plane, don't be in a hurry.  When the engine fails, walk, don't run, through your procedures with deliberation and care.  There are few if any engine-failure situations where a couple of seconds is the difference between life and death, but getting the procedure wrong can kill you, and rushing is a great way to get it wrong, and here's a case where that happened (although fortunately nobody got killed)...

This involved a BOAC 707 many years ago headed out of Heathrow for JFK one unusually hot summer afternoon in one of the old J57-powered birds with a totally full gross load.  At about 400 feet, the #1 fire light started to flash.  The crew executed what was later determined to be the fastest emergency engine fire/shutdown drill ever performed in a 707 -- on the #2 engine. 


They figured it out pretty quick, but unfortunately, once you pull the E-handle on an engine in that plane, you've closed all the valves in the nacelle pylon, and you can't reset them from the cockpit.  That engine is irrevocably shut down.  Further, with two engines out on the same side with a full gross load, you can't get enough rudder authority to control yaw with the other two engines at max power unless you fly so fast you don't have enough power to maintain altitude.  This left the crew with no option but to leave #1 turning while it was burning, and bend the airplane back around to land as fast as they could before the fire spread to the wing.  And yes, there really was a fire out there, not a false alarm.

They managed to get it on the ground fast enough, stopped on the runway, and commenced an emergency egress as the fire started to spread up the wing to the fuselage.  By the time the fireman got there, there was nothing left for them to do but "put out the flames and take down some names," as Martina McBride put it, and give the passengers and crew a ride to the terminal while they shoved the burned-out hulk off the runway with a bulldozer.  Had the crew slowed down just enough to make sure they did the proper thing on the proper engine, they would have isolated the problem, the need to get on the ground wouldn’t have been quite as pressing, and they would have saved the plane as well as everyone aboard with a lot more margin.

Moral of the story?  Sometimes, don't just do something, sit there.  If it's so bad that you end up on the ground under control before you figure out which engine failed, you would not have had time to cage the engine and fly out of it anyway.  OTOH, doing the wrong thing quickly may make the situation so much worse that you could run yourself completely out of options.

Re: Multi- Engine Checkride

Posted by Samuel Andrews on Nov 1, 2017 1:09 pm

I'm thinking that by now Congratulations are in order.
What model Aztec did you use?  I've got a couple hours in the F model.
I will say that I had a SERIOUS case of anxiety over my Checkride.  I had trouble unfeathering the engine, I had done that numerous times with no glitches.  I flew through the Localizer but was able to save it.  That's just a couple of the things that went wrong.  Man was I nervous.
The examiner knew this and took it into consideration.
Hope you had a good result by now. 
I think this rating is the most fun to get.