troopernflight
Well-Known Member
Any suggestions? I think I'm ready, but it's supposed to be 97 degrees in SC tomorrow. I hope the sweat in my eyes doesn't effect my performance!
Multi Engine checkride tomorrow
- Thread starter troopernflight
- Start date
R
Roger, Roger
Guest
Fly the airplane. By this time you know your procedures stone cold, but don't forget to keep coming back to flying the airplane-airspeed, altitude, heading (especially on one motor!). You'll do fine!
Guy
Well-Known Member
Be prepared for all of the questions that are unique to AME over ASE:
Which way does the blade go if it loses oil pressure.
What determines Vmc.
What is a critical engine and why.
What is the difference between Vmca and Vmcg.
Why does increased weight lower the Vmc.
Will it require more, less, or the same length runway to land the airplane with one engine feathered as it does with both engines running.
What is the minimum altitude specified in the PTS for maneuvers such as Vmc demonstrations.
Which way does the blade go if it loses oil pressure.
What determines Vmc.
What is a critical engine and why.
What is the difference between Vmca and Vmcg.
Why does increased weight lower the Vmc.
Will it require more, less, or the same length runway to land the airplane with one engine feathered as it does with both engines running.
What is the minimum altitude specified in the PTS for maneuvers such as Vmc demonstrations.
CoffeeIcePapers
Well-Hung Member
Make sure your Single Engine Service ceiling isn't too low, considering the temperature.
troopernflight
Well-Known Member
R
Roger, Roger
Guest
And look at the charts to see if an SE go-around is an option just in case the examiner yells "DUMP TRUCK ON THE RUNWAY! WHAT DO YOU DO?" when you're short final for your SE landing. Probably won't be at 97 degrees in a Seminole/Duchess/Twinstar/other typical multi trainer.
Nick6485
Well-Known Member
troopernflight
Well-Known Member
It's a Piper Aztec, so no, SE go around will not be an option. Especially in that heat. You're lucky to get 200 fpm SE on a cool day!
Guy
Well-Known Member
Pretty good. Certainly good enough to pass those questions during the oral. But, allow me to add some ancillary information that you may find useful during the oral.
Which way does the blade go if it loses oil pressure.
It will feather.
Which is the opposite of what an ASEL constant speed propeller will do.
What is a critical engine and why.
Left engine due to p-factor, spiraling slipstream, accelerated slip stream, torque.
….. and when asked that question remember to add that counter rotating propeller aircraft do not have a critical engine EXCEPT (and throw this in if you want to have fun with the examiner) the P-38, in which case both engines were critical because although they were counter rotating, they went the “wrong” way.
What is the difference between Vmca and Vmcg.
??? you might need to explain this one.
You’re in good company there. That is something most pilots don’t know.
Vmc is defined in FAR Part 1. Vmca and Vmcg tend to relate to the certification. They are commonly listed as the minimum control speed in the air and the minimum control speed on the ground. Often people can recite those definitions, but then when they are asked about Vmcg, they start to draw a blank. The “trick” is that the Vmcg is the minimum controllable speed on the ground using ONLY the rudder. Obviously, if Vmcg is 90 Knots, and you were going down the runway at 30 Knots and the engine failed, you would not be unable to control it. That is because you would be using the ground contact. However, imagine a braking action nil situation in which the only thing you had was rudder, you can see where the airplane would not be controllable at the lower speed. Another way of saying it is that Vmca is determined using 5 degrees of bank and Vmcg is determined using no bank. That also explains why Vmca is always lower than Vmcg.
What is the minimum altitude specified in the PTS for maneuvers such as Vmc demonstrations.
5,000 feet agl.
FAA-S-8081-12B is the PTS for Commercial AMEL (and others). The altitude listed for ASE is 1,500’ AGL and the altitude listed for AME is 3,000’ AGL. The 5,000’ AGL is most likely a limitation from the airplane AFM. Interestingly enough, the PTS does not set a standard for minimum altitude during Vmc demonstrations.
Guy;1513867[COLOR=black said:
Somewhat true, but there's more.....
Ted Smith/Piper Aerostar 700 was the same way. Both engines can be seen as critical, or both engines can be seen as non-critical. Same as with aircraft who have to counter-rotating props that spin inward such as the PA-44. There's either no critical engine, or both are; depending on if you're a "glass half full" or "glass half empty" person.
KSCessnaDriver
Well-Known Member
You loaded down with lead shot or what? I flew an Aztec last summer in Kansas (heck I took my private-multi ride on a 95+ heat day, DA around 4,000) and could get decent single engine climbs going. Would I have tried a SE go around, no, but it may have been possible.
Guy
Well-Known Member
I wasn't aware of that additional detail. Thanks for the information.
troopernflight
Well-Known Member
I don't know man, were you flying the turbo charged version? I can tell you that the Aztec I fly sucks on SE climb. It's a '78 non turbo. People familiar with this particular plane told me go-around was possible, but should not be considered as an option. SE, get it on the ground 1st try, or you may be landing on I-385.
RICHARD5
Well-Known Member
The DPE pink slipped me because I refused to perform a single engine go around. He held his ground even after I was able to show on the perf charts that the DA made it an unwise decision to go around. This in the CP's office.Tell the examiner..."I hope they have insurance because we're landing."
That same DPE gave me a pearl of wisdom I remember verbatim to this day: "Never let anyone at anytime do anything which would jeopardize the safety of your flight."
To the OP, my only advice is just to fly your flight. Don't try to guess what the DPE is thinking. You are PIC, this is your flight. Fly like he's just a non-pilot friend on a trip to Vegas.
It's possible the DPE may need to see an SE go around, at least the initial part of it, just to see that you know the mechanics and can execute one....likely giving you your engine back fairly quicky if it's known that you don't have the performance beforehand, and even if "real world" you'd probably still land due to that.
All depends how he briefs the flight regarding what he needs to see. If there are any questions, ask before heading out to the flightline.
NO! DON'T DO IT!!!!!!!!!!!!!!!! Don't ever ever ever ever ever ever ever volunteer information on a checkride. Just answer the question asked, and no more. If you start to add extras, you my just hang yourself.
Don't ever ever ever ever ever ever add information on a checkride, you just may hang yourself. The examiner knows more than you. And even if he doesn't, he knows he does. So, just answer the question asked. It's not a dick measuring contest. It's a test for a license. Don't try to show him your a badass. And besides, some people say in a counter-rotating airplane neither engine is critical, and some say both engines are critical. Don't open that can, trust me.
But digging one's own grave is fun!
I fully agree with the last, as I posted previously......it's one of those "which religious camp" are you in? Same with pitch/power vs speed/altitude religious arguments.