This course consist of roughly six hours of training. We focus on the basics of engine loss beginning on the take off roll and then proceeding to failure after lift off. We cover the proper technique to verify a “go – no go” decision on the roll before Vr and proper shutdown. We then proceed to altitude engine loss and how to properly control and “stabilize” the aircraft.
We will show you the four step process after engine failure to getting the aircraft stabilized to make a decision on how to proceed to the next step of isolating the engine and getting the aircraft back safely. We do not teach the FAA way as it is an outdated procedure. The pilot has to be able to make sure the aircraft is going to fly on one engine. In most cases even a highly loaded aircraft can be maintained in the air but the pilot has to know how to work very tight parameters.
Airlines fly emergencies inside the cockpit. You have to be very strong on the instruments. If you go to the information on most twin engine aircraft the single engine airspeed to maintain a climb is as low as 300 fpm. Pilots who have not flown an aircraft at 300 fpm while one engine is turning have no idea how to do it. This is all based on flying attitude instruments. To fly on one engine of a twin engine aircraft, again, requires tight instrument flying. We are going to analyze you ability to fly the gauges and we may make recommendations as to additional training. Most pilots who are not commercial pilots that fly for a living realize in the training that maintaining and recovering a piston aircraft on one engine is difficult.
We also cover procedures of getting the aircraft back on the ground, when to hit gear, when to hit the flaps and how much flaps. There is no such things as a piston twin “go around” so you have to nail it the first time. The only aircraft that can make a missed approach on one engine is a jet and some turboprops.
We then work on instrument approaches on one engine during day, at night and during low approaches. We will show you how to make an ILS to very low minimums and how to make a decision if the weather is below the DH how to hit the runway.
We will do time emergency descents from FL230 to 4,000 feet MSL in both gear up and gear down mode and which is the fastest. We will time through 15,000 and through 10,000.
We will discuss the two types of engine fires and how to fly the aircraft with a “sustained” engine fire.
We will go over restarts without an accumulator and how to maneuver the aircraft to help the starter which is weak on all large Continental engines.
We will cover loss of control and slow flight and two speeds you need to memorize.
The day ends with going over the engine loss procedure again as many times as possible in the time period as you will find out if you ever lose an engine it is all about memorization reaction. Either you have it or you don’t and you cannot think about recovery and stabilizing the aircraft in real life. So after starting out with engine out we hope that by the end of the day when we come back to it you are doing it automatically. Again, you have to get the four step process down in order to move forward on getting the aircraft down.
Strong instrument skills are mandatory to handing an engine loss or any type of emergency. We have had airline captains come in who have bought large piston twins and we have seen that they can nail our training even though they fly jets. Their instrument skills are so strong. We also have students who have worked with us after the rating in instrument training who get to a skill level that makes them self assured to handle emergencies.
We try to interject as much systems training as we can in one session working this into the hands on sim training. Unfortunately we do in-depth twin system training on our two day recurrent and three day initial but the time is to short on the one day emergency training.
Train Hard – Fly Safe