-Harold Holmes -

MULTIENGINE FLYING In the past decade, aeronautical engineers and aircraft manufacturers have collaborated to produce safe and efficient multiengine airplanes. Today, numerous single engine pilots are making the transition to airplanes with two or more engines. Airline and corporate job applicants, in most cases, must have multiengine ratings along with a ME instrument ticket to qualify for most flying jobs. Also, an increasing number of single engine commercial pilots are applying for ATP flight tests in multiengine airplanes. In addition to developing fresh new skills as a competent multiengine pilot, you will gain obvious safety advantages in your day to day flying. The twin offers obvious safety advantages over the single, especially during the enroute phase such as over water flight and night operations. In addition, there are safety advantages in the take-off and approach phases, especially after the pilot understands what the other engine offers. Ask any pilot who owns a light twin to describe the advantages of a multiengine airplane. You will hear such words as faster airspeed, greater dependability and more comfort. Multiengine flying creates a feeling of satisfaction and professionalism. Transitioning to a multiengine airplane can be an exciting and fulfilling challenge to any pilot. As more and more pilots are making the transition to

planes with two or more engines, the development of sound flying habits and excellent piloting techniques are needed. Usually good piloting procedures and habits acquired in single-engine airplanes will transfer or be carried forward to multiengine aircraft. Recently, Video Training Aids, Inc. has produced a series of four multiengine video tapes which point out how the additional engine can add to the complexity of the aircraft and its systems. From a purely training standpoint, the new multiengine trainee must learn many new techniques and procedures and he or she must be able to handle many different emergency decisions not encountered in piloting a single-engine airplane. The major difference between flying a twin versus flying a single engine is knowing how to manage flight if one engine loses power for any reason. Safe flight with one engine inoperative requires an understanding of basic aerodynamics involved including proficiency in engine-out procedures. Preflight inspection and use of checklists, while always important, are absolutely vital in the multiengine airplane. Our new videos point out the necessity of conducting the preflight operations in accordance with the manufacturer's operating manual. Failure to check for unsafe conditions can have far more serious consequences in a

multiengine airplane than the same mistake would have in a single-engine plane. The VTA video course is designed for use with the wide variety of twins in use today. The importance and study of the approved checklists, training materials and other documents required for safe flights are a must for light twin pilots. Taxiing in the light twin differs in many respects from taxiing in single-engine airplanes. In either a twin or single, turns should not be made with the inside wheel stationary. This can cause serious damage to the nosewheel assembly. Remember that brakes should always be used sparingly to avoid damage to tires and landing gear. Multiengine pilots must become highly skilled in taxiing maneuvers. There are still a few twins with tailwheels. Here ground maneuvering, especially in strong crosswinds, is virtually impossible without the use of differential application of throttle, brakes and proper positioning of controls. Now, with the steerable nosewheel, taxiing is much easier, however, care must be exercised to see that the nosewheel assembly, tires and/or gear are not damaged by making turns using too small of a radius. During preflight operations and run-ups, the nosewheel must be positioned straight in order to prevent any possible side loads on the nose gear and assembly during the preflight warm-up. DIAGRAM 1

SPORT AVIATION 39

Unbalanced (Power) Yaw Moment Thrust from "Good" Engine

Drag from "Dead" Engine

Increased Drag from Windmilling Propeller

Direction of Yawing Tendency

Counterbalancing Force Exerted by Rudder Rudder Induced Yaw Movement

Let's face it - the major difference between flying a twin-engine versus a single is knowing how to manage flight in the event of power loss on one engine. Safe flight, with one engine out, requires an understanding of the basic aerodynamics involved, in addition to proficiency in engine-out procedures.

Minimum Controllable Airspeed (Vmca) is certainly one of the major concerns of all pilots flying multiengine airplanes. Most light twins will not maintain level flight at speeds at or near Vmca. It is not advisable to operate at speeds approaching Vmca except in training situations and/or flight tests.

The only time an airplane should be allowed to fly below this airspeed is just prior to landing. Vmca is marginal during the ground roll and lift-off phases of take-offs and it is especially critical at these points. From a practical standpoint, it may be possible to accelerate to Vmca while still in the ground roll phase. However, much more distance will be required to stop than would be a safe stop under normal conditions. The video tape flight lessons stress the fact that the take-off should always be aborted if either engine fails while still on the runway and a safe take-off speed has not been reached. The purpose of this article is to point out some of the advantages of the light twin airplane over the single engine. In doing so, I also attempt to stress a few of the important factors in managing safe flight with an engine out and some of the aerodynamics involved. This article includes only a few of the basic procedures and practices needed to fly light twins. There is much more to include. Possibly we can do this in other articles on this subject. If you wish to contact the author for additional information, please write Harold Holmes, Department of Safety Studies Injury Research Laboratory, University of WisconsinWhitewater, Whitewater, Wl 53190.

EAA Membership Honor Roll This month we continue our recognition of persons who have qualified for the EAA Membership Honor Roll. When you receive your new or renewal EAA Membership Card, the reverse side of the attached form will contain an application with which you can sign up a new member. Fill in your new member's name, enclose a check or money order and return to EAA Headquarters and you will be recognized on this page in SPORT AVIATION—and there is no limit to how many times you may be so honored here. Introduce your friends to the wonderful world of EAA...and be recognized for your effort. The following list contains names received through July 10. CLARENCE R. ANTHONY

Stevensville. MT

RICHARD N. CUSHMAN Ft. Atkinson, Wl

LOWELL A. GRIMSHAW JOHN KRIENKE Fairview, Ml Wausau, Wl

SAM L. POOL Houston, TX

THOMAS A. TROTTER

DONALD ARMSTRONG

WARWICK DAND

NELS HANSON

Troy, Ml

EUGENE E. RADTKE

Watertown, Wl

LARRY R. WAGSTER

CHESTER W. BROOKER

FRANCIS Dl FRANCESCO MARVIN HETZ

DALE R. MACHALLECK

Racine. Wl

PAUL RIIS

Canada

ROBERT J. WAKEMAN MARY KAY WARREN

Rockford, Ml

Walgett Australia

Springfield, IL

GEORGE E. LASKEY

Coal City, IL

Fullerton, CA

Lansdale, PA

Whitman, MA

St. Charles, IL

CHARLES W. BROWN

JOHN DONOVAN

WILLARD E. HOLZ

JAMES MCNEIL

CHARLES F. SEAMAN

DONALD T. BROWN

JEFF DORMIRE

Ft. Wayne, IN

HAROLD HOPKINS

Tarazna, CA

VINCENT MESSINA

WINIFRED SERRURIER GERALD J. WEBER Marshfield. Wl Dekalb, IL

MICHAEL BURRESS

TIM EGAN

MARCIA HOPKINS

Mill Spring, NC

JOHN P. MONTUORI Delray Beach, FL

JACK W. SHAFER

Parlier, CA

West Bend. Wl

GILBERTO M. CARDOSO M G Brazil

JAMES H. FENTON

JAMES B. HUGO Milwaukee, Wl

Tretten, Norway

SVERRE NORDGAARD

DEWILTON C. SMITH

ARTHUR F. WENIGE, JR.

MICHAEL CHACON Houston, TX

WILLIAM A. FORSYTHE

Butler, PA

ED O. HULT Leaf River. IL

PATRICK J. O'MALLEY

MICHAEL J. SMITH

NORBERT T. OKONIEWSKI JOHN SOUKUP

Stevens Point, Wl Covington, LA Bancroft, Wl

Wellesley, MA

West SuffiekJ, CT Kansas City, MO

Milwaukee, Wl

Lindenhurst, IL Medford. MA

Madison, Wl

O. C. COLE Western Australia

Yuma, AZ

R. H. FRAM

H. W. HUNTER, JR.

WILLIAM G. CONOVER

JAMES W. GEORGE, JR.

JAMES T. JICHA

Elmwood. NE

JDeposit, NY

FRANK C. CORDOVILLA

PETER A. GOLDING

Valparaiso. IN

Falls Church, VA

Wichita Falls, TX

New Zealand

Pittsburgh, PA

Medford, OR

Bessemer, AL

Utica, Ml

Cocoa Beach, FL

DENNIS K. OWENS

A. STRIDE

PATH JOHNSON

Mitner, CO

RICHARD C. PEKRUL Honolulu, HI

Taylorsvilte, NC

Marrero, LA

Seaford. NY DOUGLAS E. TEAGUE

York. SC

Toledo, OH

MIKE GOOLSBEE

ROBERT E. L. KELLER

RONALD C. PETRALITO

WOLF THIERSCH

GERRY E. CURTIS

WILLIAM E. GREEN

NORMAN KOLB

WILLIAM W. PICKENS

CARL G. TIETZ

EDWARD B. CURRENCE

Montebello, CA

40 SEPTEMBER 1988

Barren, Wl

Yardley. PA

Cherokee. IA

Baltimore, MD

Greentop, MO

Greenwich, CT

Renton, WA

Placerville. CA

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Oshkosh, Wl

ROBERT H. WEIR

Gaithersburg, MD

KENNETH WITHAM

Chehalis, WA

MIKE WOODSON

Spokane, WA

PAUL E. YOUNG

Bethany, OK