[Musical whoosh]
Hey MzeroA Nation,
Jason here, up at altitude in the Tecnam
our little twin here, showing you some single engine
operations today. What we are going to do, is we're actually going to completely fail
and feather what's known as our critical
engine, in this airplane. Another video to come on what makes a critical engine.
For sure, beyond the scope of this lesson here, we've basically
done our clearing turns, we've looked around, we have TCAS everything
else on board, but still we use our eyeballs to look outside, we haven't seen anybody
and what I'm going to do, is I'm going to go ahead and fail the critical engine,
if you've ever seen the video of me flying with SteveO, well you saw me use this same
technique, what I'm going to do is I'm just going to simply just turn
the fuel selector valve to the off position, so confirming off is
this side, all good everything set,
let me get through this detent, that's on the other side,
and that is in the off position, we're going to fly
if you can see the fuel pressure dropping, it takes about
20 seconds, so we're just flying along, we're not checking for
anything, we're just flying along to be wherever it is where we're going
and all of a sudden, you feel that? And then we look and our engine
has quit, but I feel something, there
is this saying in multiengine flying, it is dead leg, dead engine, the leg's that's not doing
anything, in this case I'm heavy on the right pedal, my
left leg isn't doing anything, dead leg, dead engine,
but let's go ahead and confirm that, let me look at my gages. That's interesting
I still have RPM, I also still have manifold pressure,
let's kind of continue checking everything out here--oh, I've lost
fuel pressure on my left engine, here.
Mindful of my airspeeds respective blue line here, doing my best to maintain
altitude, let's see, I'm actually losing about 300 feet per minute, 200
feet per minute right now, so I'm watching that,
and just being mindful of that there.
I need to go ahead and feather this engine so, let's confirm which engine
I've lost, so what I do is I'll take my left throttle I'll smoothly
bring it back, the first thing I notice no
change, there's my gear warning horn, I'll bring it up enough just to bring that gear warning horn off,
alright, so confirm that, dead leg, dead engine,
this throttle nothing changed, I'm going to go ahead and feather my left engine.
And call me neurotic, I look down and confirm, yes, this is my left propeller,
so go ahead and now feather that left propeller
and watch what happens here
just like that,
we go ahead we we bring it to a stop eventually once
the wind stops moving it there.
and we have all of that, I'm getting a left alternator failure warning is what's popping up there,
because .. that engine, and now let's look at this here, my speed jumped up
ten knots, my three hundred feet per minute is about
a 150-100 FPM, I'm still losing altitude now,
I'm about level, let's see how well I can hold about 4,500 out here
another multiengine flying technique to help with that is to
raise the dead engine, so I'm going to go ahead and
raise that engine, just about five degrees, and let's watch what happens
I'm not raising the pitch out front, I'm simply raising the dead engine
I now have a hundred foot per minute climb, 150' per minute
climb by simply just raising the dead engine, my right
leg by the way is doing a lot of work, there is a lot of rudder pressure
I have rudder trim that can help with that, but it's best
just to kind of keep that there, anyone whose done multiengine flying before you know how tough
it is to kind of continue to hold that pressure there
now what can I do in this configuration? Well, I'm holding altitude, so that's
a plus, if I had to shoot an approach I could, video to come on that as well.
In the simulated environment obviously, but I still can make turns I can make turns
toward that dead engine, watch, we'll gage the effectiveness
of this, I'm going to have this right engine that really wants to pull me through, so I have to be mindful
of that, I'm losing a little bit of attitude, I'm about
30 knots faster than blueline, which I'm quite happy with
a nice easy turn to left, losing about
a hundred feet per minute, let's see what a turn to the right looks and feels like,
turn to the right, I've got traffic feet out my right side a thousand
below says the TCAS, confirm that outside,
by raising that dead engine
I'm not losing altitude, now it's a little bit of a more difficult turn to make
because I don't have that engine pulling me through, I just have the right engine producing all my thrust,
by raising that dead engine, we're
elminiating some of those single engine tendencies and I'm able to maintain nice
level flight, let's go ahead now and let's restart
this engine, let's bring it back up to level, and again
continuing, secured the engine, mags are off
we need to bring all of that back on, with some I remember
I did my multi in a Piper Seminole in one in particular, in the other you couldn't
you could actually do an air restart, lower the nose enough get it kind of spinning
from the feather, the Rotax just has way too much compression, to do that
so we'll actually do an air restart, so what we're going to go ahead and do
is we're going to bring our mags back on, we'll put our fuel pump on in a second here
we're going to bring it out of a feather, typically like I said, the Seminole you bring it out of a feather
it would start kind of spinning, it's not going to bring itself out of a feather
even going 120 knots across the ground
107 indicated here, I've got all that set,
just off the gear warning horn, which is a little bit more than idle here,
I'm going to go ahead and get my fuel back to the on position,
obviously make sure you do that to, or the engine is not going
to start, we'll go ahead, pumps on, ignitions, throttle
out of a feather, everything's set, confirm on the checklist,
everything is set, quick little items
I looked out like a habit, you always look outside, clear left, that doesn't
help us out here, does it? We'll go ahead and we'll start that engine, you'll hear it catch
you'll feel it catch,
I've got it, I've got fuel pressure, I've got manifold pressure
is coming up, RPMs coming back up, I'm going to give it a second, let my engine gages
all still look good, all still in the green,
my right foot getting a little bit of relief on that rudder pedal,
I can smoothly start to bring some full power in
there, I just confirm pressure
RPMs, manifold pressure, engines gages all green,
both sides, everything else looks good. A shut down
in flight to an in air restart, something you're going
to practice a lot on your multiengine rating
Basically your entire multi engine rating is all done single believe it or not
So, make sure you're practicing that, so can't wait to read your comments below
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