Multi Engine Ground Blog Post # 6

I definitely learned a lot in the class. Julie did a good job at requiring me to meet my goals from blog post 1. After going through her class, I definitely am a more knowledge pilot, and I learned about the yawing tendencies and techniques to control it when operating under single engine. To explain this better: When you have a conventional twin there is a critical engine which is always the left engine for several reasons. Using the acronym of PAST can determine why the left engine is critical. "P" (p-factor) More thrust on the downward side of the prop. The left engine has a shorter arm to the fuselage therefore making it critical. "A" (accelerated slipstream) The loss of airflow over the wing, also has the shorter arm to the fuselage making it critical on the left engine. "S" (spiraling slipstream) The air traveling in a spiral coming off the prop. The left side is critical because with one engine out the aircraft will yaw, and if its the left engine then you will very little good airflow over the tail therefore having reduce elevator and rudder control. "T" (Torque) The aircraft wanting to rotate in the opposite direction of the prop. The left engine is critical because the arm is closer to the fuselage, and the rotation actually fights against the left turning tendencies. Counter Rotating props are more expensive and used with training aircraft. There is no critical engine. Another thing I learned in Julie's class is how much more directional control becomes a factor in flying multi engine. It is a huge factor when operating at VMC. If you look at the graph of directional control you can see that it is going to vary with altitude. As you increase in altitude the aircraft is more likely to stall before losing directional control. At lower altitudes the aircraft is more likely to loose directional control before stalling. If I could change something about the class it would be the time of class. 8:00 am is not my preferred time of waking up and learning. I am not a early bird these days unless it is required. I really liked the group work in class discussions. I think that as very beneficial because you can utilize each other the same as utilizing a right seat pilot or passenger. Having someone to work with keeps each other motivated. It works really good with small amounts of students in class. I also loved the observation assignment. Writing the paper wasn't the best, but the actual experience of observing was awesome. Blogging for the first time went pretty good. I liked that you can add personality to your assignments, but it didn't make it feel like any less of homework. It felt like you had to dress it up and make it presentable as if it were a project. It also provide. It wasn't a bad thing though. when i needed a break from typing I could add a gadget or something, then get back to work. Although this is probably my last blog, I think Julie should definitely continue on with it for for future Multi grounds and possibly CFI ground.

Multi Engine Ground Blog Post # 5

 Seminole Observation Flight

I went on my observation flight today with Kyle Hankes and his instructor Tyler Lohmoelder. I was in the Seminole, tail number N978WC. The tach start time is 2911.9, and the tach stop time is 2912.8.  The hobbs start time is 4076.5, and the hobbs stop time is 4078.0.  The total flight time for duration of the flight was 1.5 hobbs. This was Kyles first ever flight in the Seminole, lesson 1. I liked this because since I am not quite done with commercial yet, it gave me a really good idea of what to expect in a month or so when I start in the Seminole. We took everything at a slow rate and there was a lot of discussion as well which I liked. A very in depth preflight was nice and, I was able to examine everything as well during the run-up and in the flight. I think it was extremely beneficial to spectate a flight because you can really analyze the situation from a 3^rd party point of view. I was able to see trends in the flight and compare them to my tendencies I have made in my previous flights. It was also my first time to fly with Tyler as well which was cool because he had a great tip that I hadn’t heard before while performing the step turn. When you receive your desired bank angle you look at what screw on the dash, the horizon is slicing through. Once it starts moving you can easily determine if you are nose high or nose low throughout the entire maneuver. This flight also gave me the opportunity to realize how I need to prepare myself for the flight. Kyle is doing his multi-rating part 61 and so am, which I liked because it brought up the topic of how fast you can get your rating finished and how much money you can save. Kyle has a good goal for finishing his rating, and I think he has the talent to reach it as well. It was a good first flight Kyle. Thanks for letting me observe.