A Seminole is exactly what you called it. I have done a little bit of instruction in a Seminole, and what I ended up doing to actually make it appear the student has lost it is put both feet under one pedal, so they run out of rudder. Yeah, it hurts a little, but they will never see what it's like to actually loose it in one if you don't. And the difference between actually loosing it, and just recovering because of a horn going off is amazing. Just remember, breif, breif, breif. Then, before you depart, breif again! And then before the maneuver, say it one more time, "Loss of directional control, stall horn or buffet or any reason for safety of flight, the maneuver is over! And don't make me say 'MY CONTROLS!'"
Maneuvering with one engine inop guidance..
- Thread starter middies10
- Start date
A Seminole is exactly what you called it. I have done a little bit of instruction in a Seminole, and what I ended up doing to actually make it appear the student has lost it is put both feet under one pedal, so they run out of rudder. Yeah, it hurts a little, but they will never see what it's like to actually loose it in one if you don't. And the difference between actually loosing it, and just recovering because of a horn going off is amazing. Just remember, breif, breif, breif. Then, before you depart, breif again! And then before the maneuver, say it one more time, "Loss of directional control, stall horn or buffet or any reason for safety of flight, the maneuver is over! And don't make me say 'MY CONTROLS!'"
I took my friends to the full MCA. Is that smart or plain stupid, that's your call. I felt confident enough that if a friend did it wrong I could recover, and by recover I mean well before anything terrible would happen. I'll let the rudder run out, 110%. I refuse to let a spin, stall, or crossed-controlled stall occur, though.
You'll never reach MCA in a Seminole. It will stall first, which isnthe only reason why during a students ME training in a Seminole I block a pedal. It I had the opportunity to do some instruction in a PA31 a while ago, and you WILL loose it in on of those. It happens before you know what has happened.
A150K
Well-Known Member
FIFY
p1l07m4n
SF340 Pirate, First Mate
FIFY
Thanks. That is so true!
ppragman
FLIPY FLAPS!
Useful mnemonics for this discussion.
"SMACMUF" for Factors Affecting VMC
Standard Day
Max Power on the Good Engine
Aft CG
Critical Engine Prop Windmiling
Most Unfavorable Weight (Often times lighter is worse for VMC)
Up to 5* Bank into the good engine
Flaps and Gear in the most unfavorable position (Most of the time this is up)
Dead Foot Dead Engine - The foot that isn't working (i.e. is dead) is the engine that has failed.
Raise the Dead - Raise the dead engine, or bank into the good engine.
Speed is life - Always shoot for blue-line, it's better to crash under control than it is to crash out of control a few knots slower
In basically all light piston twins that I've seen, the engine out procedure is essentially the same:
Mixtures, Props, Throttles - Full Forward
Flaps & Gear - Up (if possible, obviously you don't want to sink back onto the runway depending on the time)
Identify the Failed Engine (Dead foot dead engine here)
Verify the Failed Engine (Power works good)
Feather the Failed Engine
Secure the Failed Engine (Mixture and fuel shutoff on that engine pulled, get the cowls closed on that side, etc.)
Protect your power (Cowls Open on the Good Engine, Fuel Pump on if appropriate for the higher power setting, etc.)
or to put it more succinctly:
Power, Configure, Identify, Verify, Feather, Secure, Protect.
"SMACMUF" for Factors Affecting VMC
Standard Day
Max Power on the Good Engine
Aft CG
Critical Engine Prop Windmiling
Most Unfavorable Weight (Often times lighter is worse for VMC)
Up to 5* Bank into the good engine
Flaps and Gear in the most unfavorable position (Most of the time this is up)
Dead Foot Dead Engine - The foot that isn't working (i.e. is dead) is the engine that has failed.
Raise the Dead - Raise the dead engine, or bank into the good engine.
Speed is life - Always shoot for blue-line, it's better to crash under control than it is to crash out of control a few knots slower
In basically all light piston twins that I've seen, the engine out procedure is essentially the same:
Mixtures, Props, Throttles - Full Forward
Flaps & Gear - Up (if possible, obviously you don't want to sink back onto the runway depending on the time)
Identify the Failed Engine (Dead foot dead engine here)
Verify the Failed Engine (Power works good)
Feather the Failed Engine
Secure the Failed Engine (Mixture and fuel shutoff on that engine pulled, get the cowls closed on that side, etc.)
Protect your power (Cowls Open on the Good Engine, Fuel Pump on if appropriate for the higher power setting, etc.)
or to put it more succinctly:
Power, Configure, Identify, Verify, Feather, Secure, Protect.