To keep prices as competitive as possible, my multi-engine training is done on an accelerated basis. This requires students to prepare ahead of our scheduled engagement to maximize our flight training time.
Below you will see an area which has downloadable POH files by Section. Use this to study the aircraft, it's power plant, systems, operating limits, and performance data. You will need to be VERY familiar with this airplane for your check ride.
There is also an area below with downloadable study files such as Vmca explanations, study guides, and other training material. Use this material to familiarize yourself with multi-engine flying and check ride questions. Also, ASA has a Multi-engine Oral Exam study guide that is great for check ride prep.
I also have an area below with photographs of the airplane, the panel, and other key components of the airplane. Use these photos to "Chair Fly" the airplane as you study the recovery drill and other emergency procedures.
And finally, there is an area below containing videos as tutorials for your mult-engine training and CHECKRIDE preparation. As opportunities present themselves, I will continue to add my own content to help you get ready for your multi training before we start flight training.
Weight and balance is one of the elementary skills pilots must possess, but often gets overlooked beyond the use of software to perform it. Multi-Engine pilots must be extremely mindful of the affect fuel, passengers, and baggage/cargo has on the performance of their airplanes. Below is a tutorial on how to use the Owner’s Manual to calculate W&B in N2296F.
Calculating your takeoff and landing data card will be a requirement for your Multiengine checkride. It is also a common practice in commercial flight operations. This tutorial will assist you in how to do that using the Cessna 310 Lwners manual.
The content in this video was not created by me, but is an excellent example of how we execute the cleanup drill during emergency, one engiine Inoperative operations on multi engine airplanes. Watching this video will help you understand the importance of using the drill in all situations where a suspected engine problem has occurred. NOTE: The order of my recovery steps differ from this video. I believe in performing a reverse “C” to execute the drill (in the 310L this flow will result in “Everything Forward” throttles, props, mixtures, “Everything Up” flaps up, gear up, Identify, Verify, Feather, and pitch the Blue Line. Then raise the dead). Aside from the difference in order of steps to perform the recovery Drill, this is a very good video on the process.
A Vmca demonstration is NOT a stall! Vmca is the airspeed at which we are no longer able to maintain directional control (heading) of the airplane. The ACS calls for recovery at that point OR when stall buffet, stall warning occurs. This will often lead students not to associate this maneuver with its true purpose. Eddie Lane does a great job explaining this! Which is why I borrowed his video until such time I can develop this content myself.
I have Borrowed the above video explaining service ceiling until I create my own. POH Section I performance specs state the service ceiling with both engines operating is 19,900’. The single-engine service ceiling is considerably lower at 6850’. As the video states, when both engines are operating you can continue to climb at 100’/min until reaching point you cannot climb any more. In single engine situation, your climb rate drops to 50’/min by definition. But notice the asterisk in the POH. It says single engine service ceiling increases 425’ every 30 minutes of flight. That would be only about 14’/min climb per the POH vs definition. NOTE: Be familiar with the tables 6.6 and 6.8 from Section VI - Operational Data of the POH. You might be asked a question on interpolating your climb rate in a scenario.
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