Hello aviators
Just wanted to get an opinion on how much info or information and importance on putting into creating multi engine PGIs.
I have my primary ones for ppl and cpl on PowerPoints .
Any suggestions
Fly safe and thanks
P.G.I. For multi training
Moderators: Right Seat Captain, lilfssister, North Shore, sky's the limit, sepia, Sulako
Re: P.G.I. For multi training
Emhpasize what's different about flying a multi plane. It usually boils down to 3 things: asymmetric power, feather capabilities and cross feed options. Everything else boils down to that.
Explain how all the known excercises are affected by those 2 factors.
For most students, variable pitch props are also new at this point, but that's not really a multi engine plane thing, more a logical consequence of higher power engines/aircraft.
Explain how all the known excercises are affected by those 2 factors.
For most students, variable pitch props are also new at this point, but that's not really a multi engine plane thing, more a logical consequence of higher power engines/aircraft.
As an AvCanada discussion grows longer:
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship
Re: P.G.I. For multi training
1. single engine operation ( very important, 70% of content is about this )
2. variable pitch system ( 10%)
3. ASDA (5%
4. POH climb performance 10%
5. retractable landing gear 5%
2. variable pitch system ( 10%)
3. ASDA (5%
4. POH climb performance 10%
5. retractable landing gear 5%
Re: P.G.I. For multi training
1.1 what determine "critical engine or not"
1.2 what determine Vmc
1.3 decision making, and case study. ( just recently an father and son took a Cessna 402, they havn't been flying Multi for a year , they didn't took an instructor for refreshing skill. left engine is off right after takeoff, they all RIP. ) ( there are quite a few cases you can find in Youtube.)
2.1 why change pitch
2.2 is "changing propeller speed" the core purpose of blue lever ?
2.3 why throttle doesn't control RPM anymore.
2.4 why changing prop pitch effects Manifold Pressure
2.5 in which condition we may fine the pitch although engine is down
2.6 why prop doesn't go feather when engine is cut
4.1 in flight plan, be aware of elevation in case one the engine is down. how to make flight plan accordingly
5.1 why landing gear lever doesn't work on ground
5.2 when should you check landing gear before landing
5.3 how does emergency extension system work.
1.2 what determine Vmc
1.3 decision making, and case study. ( just recently an father and son took a Cessna 402, they havn't been flying Multi for a year , they didn't took an instructor for refreshing skill. left engine is off right after takeoff, they all RIP. ) ( there are quite a few cases you can find in Youtube.)
2.1 why change pitch
2.2 is "changing propeller speed" the core purpose of blue lever ?
2.3 why throttle doesn't control RPM anymore.
2.4 why changing prop pitch effects Manifold Pressure
2.5 in which condition we may fine the pitch although engine is down
2.6 why prop doesn't go feather when engine is cut
4.1 in flight plan, be aware of elevation in case one the engine is down. how to make flight plan accordingly
5.1 why landing gear lever doesn't work on ground
5.2 when should you check landing gear before landing
5.3 how does emergency extension system work.
