You couldn't be more right about that. I believe that any prospective multi-prop pilot should have this series drilled into their heads as Doc says... Like "Mary had a little lemb!" I can't tell you how much I appriciate Doc's militant and must have drilled into our heads approach regarding the above mentioned. Ern
Nice! It's exactly what I was told to do yesterday by my instructor. The only thing she added was to say pull "left / right" throttle back pull "left / right" propeller back, pull "left / right" mixture back.
That Tonka plane on the table....... I had one of those growing up in the 80's and 90's, and I think that might have been the single object I can trace all of my aviation obsession back to!! 35 or so odd years later here I am finishing my commercial training with multi engine training coming up soon. Enough about the toy. Fantastic video, I am glad I found this golden nugget on TH-cam!
Having been an MEI, CFII, etc etc for 20+ years, I will say the best part of this video is the following. It is apparent, at least to me, that you didnt do much, if any, prep for making this video. You walked into the training just like any other student. You could see the learning curve and of course some mistakes were made...like all of us have made. That made this video genuine and contributes immensely to its weight as a teaching tool.
That is exactly how Doug set it up. I had zero time in ME aircraft before this training, and I had not studied ahead of time. I'm glad it came across as such. - Martin
It would be nice to have a cup of coffee during the drill on my engine failure 😁 . I just went back to watch this video again. I’ll never stop watching.
Martin Thank you for posting these videos. These are extremely useful, more than the "professional" training videos. And please thank your instructor for allowing to be recorded and posted on youtube. I know that not every instructor would be ok with that.
This video was superb. There were some real "take-home" principles in this...I especially appreciated the comment that "pilots do not rise to the occasion but rather sink to the level of their most recent training." Thank you for sharing this.
The drill at 6:15 (engine failure with gear already up): Pitch for blueline Mixtures Props Throttles Flaps up Gear up Identify Verify Feather Mixture Engine failure checklist
Simply put…I’m still flying commercially after +48 years in the game! Best ever calmest explanation from an instructor, for which I wish Doug had trained me… he’s a life saver. Any of you inexperienced or newer multi pilots need to listen up herein. Doug’s the Dawg here man! I’ve had 7 multi and single engine failures in flight in my lifetime, 2 on multi, one in a Baron 55, the other an Aero Commander 680, the 680 I wrote off unfortunately for the aircraft, but i and pax survived! How was this possible? You need to listen to Doug’s explanations and DRILL again! That’s how! The basics of multi-engine phases of flight will SAVE you. VFR, and especially in IFR/IMC. GET IT INTO YOUR HEAD…MIXTURE PITCH POWER FLAPS UP GEAR UP DEAD FOOT DEAD ENGINE IDENTIFY VARIFY FEATHER TRIM THE BALL ROLL TO GOOD OR RAISE THE DEAD THEN AIRSPEED AIRSPEED AIRSPEED, oh did I forget something….AIRSPEED IS KING, all the way to a save landing!
Great training video Martin ! Doug is the type of instructor every pilot should want. He doesn’t cut corners, or “teach the test”. He is very detail oriented and doesn’t compromise. When you get trained by this type of instructor, you come away knowing you got the best and you earned it. I’ve had both types of instruction and this is sure more difficult, but it sure is worth it. Thank you and Doug for sharing this with us ! 🇺🇸🛫
Martin Pauly I sure look forward to more episodes with him, if they are coming. I learned a lot and I flew a black Baron with a Colemill conversion, back in the 80’s (N2200Q) I remember it well. Colemill Ent. was just down the road from my home, just outside Nashville.
@@randyporter3491 Doug and I will probably make a few more of these training videos over time, but nothing is in production or planned for the very near future. - Martin
Instructor is just AMAZING....he gets the points across in such a way that you understand the importance yet, do not feel pressured or nervous. As a fairly new CFI, this is not only good for my ME rating, but I can also incorporate this into my teaching. THANK YOU for sharing! Excellent video.
Cracks me up how 6 people hit the dislike button. This is great information presented in an easy to understand format. The information is straight forward and exactly how I was taught during Initial and recurrent training at top training facilities. Thanks for the refresher.
I wanted to thank you for this video and share an experience that I had, and how I overcame the problem with what you taught me. I am now a MEI and started using your video technique of "The Drill" from day one. I teach it and make my students recite it until they are blue in the face. I also make them recite it after I substantially increase their stress level, because primacy is a real thing. I was recently instructing a day 1 multi student in a 310. I was showing him how a reduction in power of one engine caused a strong yaw. After going through it a couple of times I realized that the reduction of power was no longer causing a change with the engine. It took me about 30 seconds to realize that the throttle cable to the right engine had broken and the power was stuck at about 22". It then dawned on me that I could not land with my power stuck on. I started running through how I would land with power and not yaw the plane off of the runway. The tunnel vision and reduction of hearing that you spoke of was starting to creep in. The airport that I wanted to go to was 18 miles away and I was familiar with the ILS procedure so I declared an emergency and headed that direction. I was 5,000'agl at the time so I had plenty of altitude, distance and power from the good engine. I was always taught for an engine failure to start a stabilized approach before the FAF so that's what I did. I gave the cfi that was in the backseat the checklist and had him start reading through the engine shutdown and feather. I realized what he was reading me didn't sound right but the tunnel vision and hearing loss was getting stronger. What I was extremely proficient with was "The Drill" and that's what I did. I shut the engine down and feathered it about 15 miles out. I was not thinking that I could have used the power from the right engine for the approach. As I got to the FAF I was feeling good about things. The emergency had been declared, the trucks were out, everyone was set, and the plane was stable. That is until i dropped the gear and lowered the flaps to 10 degrees. The increase in drag lowered my approach speed 10 MPH below blue line, which was still fine because that is the single engine approach speed on the checklist. When I started getting slow the yaw from the left engine took full effect like a vmc demo. Now I was starting to yaw, getting slow, and the tunnel was getting tighter. I got with in 1 mile of landing and lowered the flaps fully and realized there was no hope of making it in. I reduced the flaps, which reduced drag and made it in just fine with a perfect landing. My take away was this. I instruct and practice "The Drill" consistently which is how I properly executed the procedure. My full time job is a high stress job with constant emergencies. With all of the training that I provide, and my high stress job I still got tunnel vision and scared. During 100% of the flight reviews I conduct, pilots say they don't train emergencies. 90% of them cant execute a stall because they are too afraid to do them. Instructors need to preach system failures in every lesson because 1 second you are fine, and the next you're declaring an emergency!! Thanks for teaching me the best lesson I have been taught!
I’m not even in the plane and still felt a slight panic when he shut the engine down and it was hard to remember the procedure for a moment. Immediate reinforcement of his point about needing to drill the steps into your mind lol. Awesome teacher! Very firm but kind and knowledgeable.
I am very impressed with Doug. His analysis of the mental state and the limits that will be imposed is right on. I learned this during pistol training, when under high stress, trying to change a magazine it felt like I was wearing boxing gloves.
Yes, human factors is so very important for many situations. Understanding our own limitations and working out strategies for compensating our shortcomings BEFORE the need arises is extremely valuable, like in your example, Jim. Regards, Martin
This was awesome, Martin. The gentleman on the left seat explains very well on the ground and in the air. I appreciate it for this very instructional video.
One aid that I didn't hear mentioned was the old "Dead Foot, Dead Engine". It was easy to remember and served me well over a lifetime of flying. Another great video, Martin. Keep it going.
Thanks for the feedback, Raymond. Doug talks about the "dead leg" (as opposed to 'foot')about 8:00 minutes into the video, saying that that's the engine we're shutting down. - Martin
Martin Pauly Yes, I caught that. I suppose my Air Force training always comes to the fore, and I found myself smiling at his leg slapping. This is not to say he's wrong. Far from it. It's just different from what I learned. I really need to butt out of what you're doing instead of running the military training in. I'm doing nothing more than confusing the issue, and you're doing just fine. So pardon me while I take my nonsense out of your business. Again, keep up the good work.
Hi Martin, Great video. I'm here because of the recent crash of a Beechcraft twin in Dallas. Every twin pilot should be ready for this emergency at every takeoff. Practice often and be safe
Yes, practice and recurrent training are better than any safety equipment money can buy. I am convinced the GA accident rate can be decimated if pilots commit to yearly training of some sort. - Martin
Martin AWESOME video !!! I have a new to me 1973 E55 Baron that I love. I'm going to be doing The Drill in my daily life and while I'm sleeping. Thanks for taking the time to share and create this video. You could be saving the life of many multi engine pilots out there.
Love it, he has it pegged. Sit in a chair and go over it until it is second nature. I would love him as an instructor, quiet, calm and to the point and a great method of getting it right. You only get one chance to get it right, I like his method. Excellent video. Stay safe.
Great training video. The best training is military training. Dougs got it close to logical safe perfection. The acid test is to do the drill alone. Now imagine your climbing in ifr, white out and boom.
Thanks, Mike. I hope the only time I'll ever have to deal with this in my initial climb is in a simulator. But I know I have to be ready for it in the real world, too. - Martin
Love this no nonsense engine out training that starts sitting in a chair,Martin you are a natural for twins, cool calm and collected,this down to earth training will be worth every penny,you certainly have a dedicated instructor who puts a lot of thought into what he teaches and breaks everything down so well,looking forward to your other videos that will help many people get to grips with twins.
You are getting great instruction from someone who obviously has taught many multi-engine students. The Colemill Conversion Baron will make you never want to fly an un converted Baron. I got my multi at Colemill before they were flooded out of business. I think all Barons(55 or 58) should be converted . It just makes them a much safer plane to operate. Keep up the videos.
Thanks, Robert. Yes, the Colemill conversion turns the Baron into an even better airplane, especially (but not only) after one engine quits. Regards, Martin
Enjoyed the video. Brings back the memories of my multi rating in the 310. My flight instructor told me he had 2 engine failures during all of his flying (cruise config). I like Doug's "Drill". Safe flying Martin
Yep this is the basic stuff for multi engine stuff. I did my commercial multi in a seminole and recently just got my CFI with my initial being a multi engine instructor. I think multi's are a lot of fun and very rewarding to fly.
Excellent video Martin. I have a multi rating, but fly a 36 now. I wish Doug would have completed my training years ago. His method of teaching is superior !!
A few constructive comments on this subject: 16:30 We never confirm positive rate off of a VSI in GA as few GA planes have and IVSI, the sole determiner for positive rate in a light piston twin trainer is either visually, or baro altimeter. 16:48 We never "pitch for blue line" - we pitch for the correct single engine pitch. You should know what the correct pitch to establish is for your plane, typically 3 to 5 degrees ANU Pitch plus power equals airspeed. Set the correct pitch (visually or ADI) and you will yield the correct speed as the result of the first two ingrediants. Also, blue line is the eventual desired climb speed but you may (and often do) pitch for the correct pitch and climb out on Vxse to clear obstacles. We have a published Vxse an it is a safe speed well above Vmc - your SE pitch may yield Vxse initially and that is OK too. LAST, the procedure shown is incorrect by teaching muscle memory to new pilots that in time of crisis we should "jam" things forward. DO NOT push mixtures. props and throttles to the limits as you were taught here. You may be in Denver and if you jam mixtures forward you will lose both engines....If you go on any fly anything Radial or Turbine, there is lots of throttle movement available beyond the TAKEOFF power setting. The power "set" for takeoff is the power set, and it should stay there. Don't ever jam all six knobs forward by rote reflex. Ask the King's about this. See this FlightChops video where he comes to the same conclusion. Also, don't ever condition yourself to suck the flaps up low energy close to the ground. The flaps setting that you selected prior to takeoff is what you have and sucking the flaps up will be your death spiral. You need those flaps at this time. If you go on to fly anything "big" you will see how this procedure works...we eventually do retract flaps and clean up but NOT during time of crisis. The Colgan fatal was caused by a girl that arbitrarily retracted flaps from muscle memory during time of crisis and down they went. I am not a fan of arbitrarily "jamming" things forward or slamming flaps up in order to satisfy a rote thing that you ingrained. The correct procedure is: 1) Pretakeoff checklist and brief confirms desired flaps/mixtures/power setting/EF plan. 2) Rotate at briefed rotation speed. BAM 3) "Engine Failure - establish pitch (may be a push or a pull depending on where it happens) 4) Positive rate 5) Gear up 6) ID 7) Verify 8) FX 9) Consider flaps retract when safe altitude and speed 10) After takeoff checklist 11) Engine failure checklist See Flight Chops video here: th-cam.com/video/UeujX2JZfHU/w-d-xo.html
Love it Martin great job! When I got the multi I was taught this exact same drill and to this day I brief it every takeoff, out load, before I take the runway. We are fortunate to learn this method straight out of the gates even though our instructors likely do not know each other. Good stuff and looking forward to the remainder of the series.
Fabulous! Doug is simply excellent. And your video succinctly captures the essence of his training ideology and method. He is an excellent role model of the ideal instructor. Clear, precise, thorough, calm, realistic. And all of that breeds confidence in the student. Can't wait to see the next installment! Thanks so much.
Thanks, Doug. No question, Doug Rozendaal is an exceptional instructor and an exceptional pilot. Not a frequent combination, and I feel very fortunate to be training with him. Best regards, Martin
Finishing my instrument and getting through most if not all of commercial is my goal for 2019. Really looking forward to this series! Thanks for sharing with us!
@9:30 "the ball should be pointed at the earth at all time in coordinated flight". I thought during a coordinated turn (which is part of a coordinated flight), the ball should be centered, which is not pointed at the earth as explained in this engine failure situation. I understand that in case of an engine failure, the 5 deg bank is not in a turn but saying ""the ball should be pointed at the earth at all time in coordinated flight" isn't correct in my view. Am I wrong?
I have always loved watching your videos because you have an analytical mindset - I really appreciate this entry into twins. Thank You for sharing your experiences with us.
Excellent instruction. One minor caveat. In high-density altitudes, you should always have set the mixtures to best power before commencing takeoff. If an engine fails during climb out, automatically pushing the mixtures to full rich may well destroy a significant amount of power available from the good engine. I would suggest modifying the drill to be "Mixtures set optimum". Fly safe and thanks for all you do.
Doug provides a GREAT lesson on doing the memory items for engine failure on takeoff in a light twin. Multi-engine pilots, as Doug clearly demonstrates, simply MUST have the memory items drill down pat so that they are automatic. The reason many general aviation pilots do not survive an engine failure on takeoff is because they do not execute their immediate action drills, and do not feather the failed engine's prop. My only comment on what Doug says is that the gear should be retracted before the flaps. Having the gear down with an engine out is a huge performance penalty as they do not provide any lift. Flaps are less drag and do produce lift. So, it should be mixtures, props, throttles full forward, pitch up to climb attitude, gear up, flaps up, then identify, etc. Also, unlike a normal takeoff, pilots should NOT wait for positive climb to retract the gear. Most light twins will not climb on one engine with the gear down. For example, a Seminole with the flaps up, gear down and prop windmilling will be descending at 450 fpm under ideal conditions. Joel Turpin CFII ATP FAA Master Pilot.
Joel, if you do the drag demo in the light twins I've flown the flaps create more drag than the gear. Some airplanes the gear might create more drag than approach flaps, and when doing a go-around or stall recovery, I teach flaps (approach)-gear-flaps (up). I don't care if someone teaches gear up before flaps, (I was trained flap first because of the drag demo.) What is critical is that a M/E pilot have a procedure that is deeply imbedded in their brain to react appropriately to an EFATO. Thank you for the kind words.
Awesome video Martin, thank you for bringing content of this quality to TH-cam, I started my multi engine training these days and will apply the drill to it. Greetings from Brazil!
EXCELLENT Video.... as a WARBIRD Fan, I have the utmost respect for Doug Rozendaal to begin with. He is an excellent instructor. Can't wait till the next video! Thanks for sharing Martin, and Happy New Year to you!
I completely agree with creating a universal procedure and doing all of it every time. In my first 3yrs of flying, I flew over 10 different aircraft. Helicopters, airplanes, retracts, twins, tailwheel, turbine, fuel injected, carbureted, electric flap, manual flap, no flaps... Somedays I could potentially end up flying 3-5 different aircraft types in a single day with different students. So I had to come up with universal preflight procedures (that i still use religiously to this day), I set the cockpit up a certain way (still to this day), and I follow a set of procedures for all aircraft. If I come across something in a procedure that didn't apply to that aircraft, such as the prelanding checklist (gear check in a C172, or carb heat in a fuel injected engine....), I just verbalize that it doesn't apply.
Hi Martin Hope you’ve been well since we saw each other at the Beech Dinner OSH 2021. I used this awesome video as a training aid with a rusty multi recurrent student. Perfect presentation!!! Look forward to seeing you again should our paths cross again!
Doug's concept of "The Drill" is solid, and yet, having flown 9000+ hours in multi-engine airplanes myself (3000+ instructor hours), using the statement, "slap the dead leg," is a negative reinforcement and goes contrary to being proactive, which we, as pilots, should be. It requires two, possibly three, thought processes, prior to execution. A positive, proactive technique would be: step on the ball, step on the low hand (because roll follows yaw -- and most won't catch the yaw, at first, resulting in a roll toward the dead engine -- and the yoke will *always* point to the good engine), step on the good engine. This will prevent retarding the wrong throttle, during the "Identify" phase. Moreover, the objective is to level the yoke for minimum drag configuration, so to ensure maximum thrust is providing the best performance, ESPECIALLY if you have a critical engine. Also, the comment, "Now we're going to take a minute and fly the airplane," is out of place. First course of action in *ANY* emergency: Fly the airplane! Second action? Fly the airplane. Third? Fly. The. Airplane. Granted, part of flying the airplane is dealing with the emergency, but listen: If an engine is on fire, guess what it's doing? Providing thrust! Get away from the ground; give yourself options. Don't be too quick to pull an engine, etc., all the while flying a low level over an apartment complex -- not smart. This gentleman is a great instructor, no doubt...just wanted to share another perspective. :-)
i prefer "step on the live engine".Ive always struggled with the concept of 'dead leg, dead engine'-heres why.In powerful twins, your hard working leg goes `dead `pretty quickly-as in runs out of power-you go numb. So-stepping on the live engine is just more intuitive. Cheers.
Correct me if I'm wrong....so an engine failure produces a skidding turn instead of a slipping turn? If that is the case, then the ball would be to the right in a left engine failure, and stepping on the good engine would be appropriate.
What do you mean by "stepping on the yoke? If the plane without my input rolls to the left because of an engine out, will not your left hand be lower than your right?
@@moonpaws1 I know this is an old post and you prob already got the answer but I’ll respond anyway just in case. If you lose the left engine for instance, the aircraft will yaw and roll to the left and instinctively you will steer the yoke to the right. At that time, the right handle of the yoke will be lower than the left. What the OP is saying (which I’ve never heard, but I really like) is “step on the low side of the yoke.” As you add right rudder (in this scenario), the aircraft will begin to track straight and you’ll instinctively remove some of the right yoke. What I really like about this technique, is it allows you to maintain your eyes on the horizon while you get the attitude stabilized (as opposed to looking inside for the ball).
Agreed. Doug explains very well here how important human performance is for flying, and that human performance needs to be factored into how we train and prepare for emergencies. Just knowing what the right thing to do is doesn't mean you can actually DO the right thing when it counts. - Martin
Great Vlog Martin. This is the essence of flying multi-engine. I like his suggestion of "You have to know this like "Mary had a little lamb"! Fun training! Then flying around with one engine down is a great confidence builder because turns are critical, and practicing is most important. Thank you Martin.
Very cool Martin. What a great service to those of us who only imagined what multi-engine training would be like. Managing and coordinating the video production as well as doing “the drill” is not an easy task. Great job.
Pauly, this is one hell of a good video, your instructor uses an approach that seems very well thought, and if one sinks those steps well into one’s mind the response to an engine loss should be straight forward, I’m waiting eagerly to the next video, thank you very much, and Happy 2019
9:09 I can see how the ball should be pointed at the earth in a single engine power out, but in a coordinated turn, I believe it should be pointed parallel with a the yaw/vertical axis (in which the force of gravity toward the earth and the force of inertia from the turn are equal). If the ball is outside of center, inertia has a bigger effect on where the ball is, and if it’s inside, then the force of gravity has a bigger effect). How I understood it anyway.
Hi Alex. Are you saying the ball should be centered in a turn with one engine inop? It's not. Part of your bank (5 degrees or so) is not for turning, but for the dead engine ("raise the dead", as Doug says in the video). You can confirm this yourself by watching the yaw string, which points straight back and thus confirms that the turn is neither slipping nor skidding, even though the ball is not centered. Regards, Martin
@@martinpauly 9:28 no, I thought he said that in a normal coordinated turn (no engine out), the ball should be always pointed at the earth also which was said a little later). I thought he might have misspoke?
@@martinpauly this training is so good btw, I’m just trying to make sure I’m understanding him correctly. I’m out here at Riggin Flight Service right now to get my multi!
@@alexs3187 Ah, I see what you mean now. Yes, Doug is talking about flying straight here, not turns (though he doesn't say it explicitly). In a coordinated turn with both engines running normally, the ball should of course be centered. - Martin
Thanks for the video Martin,You took me back years ago when I was a young man...What a professional Instructor!!!!Hope that you already have the MEL by now, best regards Nik.```
Thanks - and yes, Doug is a fantastic instructor. I'll finish the ME rating soon. I trained for the commercial first, getting ready to take that checkride and then I'll finish the multi. Regards, Martin
Thanks, Abraham. Glad you liked the video. Yes, Doug is an excellent instructor. Part II (about VMC) should be out around the end of the month. Regards, Martin
![เปิดบ้าน โคตรสวย ป๋องกพล รู้จักตั้งนาน เพิ่งรู้ว่ารวย!!! l [Nickynachat]](http://i.ytimg.com/vi/tmgCF_2HfYI/mqdefault.jpg)
Dang. The instructor is so cool, calm, and smooth. It’s like listening to your wise uncle.
I can listen to the voice of that flight instructor for ages
You and I both!
- Martin
I've said 100 times that flying and teaching are separate and distinct skill sets. This guy has both.
I agree 100%.
- Martin
You couldn't be more right about that. I believe that any prospective multi-prop pilot should have this series drilled into their heads as Doc says... Like "Mary had a little lemb!" I can't tell you how much I appriciate Doc's militant and must have drilled into our heads approach regarding the above mentioned. Ern
I believe you are correct.
Why only 100 times? Or is this the ‘100th’?
I'm only 11mins into the video and totally agree with your assessment.
Nice! It's exactly what I was told to do yesterday by my instructor. The only thing she added was to say pull "left / right" throttle back pull "left / right" propeller back, pull "left / right" mixture back.
That Tonka plane on the table....... I had one of those growing up in the 80's and 90's, and I think that might have been the single object I can trace all of my aviation obsession back to!! 35 or so odd years later here I am finishing my commercial training with multi engine training coming up soon. Enough about the toy. Fantastic video, I am glad I found this golden nugget on TH-cam!
Glad you enjoyed this video, and I agree that Tonka plane is a great toy but also a fantastic tool for learning and teaching.
- Martin
Having been an MEI, CFII, etc etc for 20+ years, I will say the best part of this video is the following. It is apparent, at least to me, that you didnt do much, if any, prep for making this video. You walked into the training just like any other student. You could see the learning curve and of course some mistakes were made...like all of us have made. That made this video genuine and contributes immensely to its weight as a teaching tool.
That is exactly how Doug set it up. I had zero time in ME aircraft before this training, and I had not studied ahead of time. I'm glad it came across as such.
- Martin
Doug reminds me a lot of my primary instructor. Anyone learning from him is fortunate indeed.
It would be nice to have a cup of coffee during the drill on my engine failure 😁 . I just went back to watch this video again. I’ll never stop watching.
Best intro to multi-engines I've seen.
Martin
Thank you for posting these videos. These are extremely useful, more than the "professional" training videos. And please thank your instructor for allowing to be recorded and posted on youtube. I know that not every instructor would be ok with that.
Thanks for the kind words, Andrew.
- Martin
Andrew Sarangan that is an instructor that knows his stuff
What a great instructor
Love the P-51 just casually hanging out in the back! Great video as always!
We figured the Mustang might be a tad bit distracting, but it was too nice to move it out of the picture. :-)
- Martin
This video was superb. There were some real "take-home" principles in this...I especially appreciated the comment that "pilots do not rise to the occasion but rather sink to the level of their most recent training." Thank you for sharing this.
My pleasure, Ken, and thanks for the feedback.
Regards, Martin
I re-watched the video. it's a good refresher! thanks for keeping it on-line.
The drill at 6:15 (engine failure with gear already up):
Pitch for blueline
Mixtures
Props
Throttles
Flaps up
Gear up
Identify
Verify
Feather
Mixture
Engine failure checklist
The very best Multi Engine Training Video on the net. Great Job guys! Congratulations!
Thanks, Robert. I sure was lucky to fly with Doug for my training. He is a great instructor.
- Martin
Simply put…I’m still flying commercially after +48 years in the game! Best ever calmest explanation from an instructor, for which I wish Doug had trained me… he’s a life saver. Any of you inexperienced or newer multi pilots need to listen up herein. Doug’s the Dawg here man! I’ve had 7 multi and single engine failures in flight in my lifetime, 2 on multi, one in a Baron 55, the other an Aero Commander 680, the 680 I wrote off unfortunately for the aircraft, but i and pax survived! How was this possible? You need to listen to Doug’s explanations and DRILL again! That’s how! The basics of multi-engine phases of flight will SAVE you. VFR, and especially in IFR/IMC. GET IT INTO YOUR HEAD…MIXTURE PITCH POWER FLAPS UP GEAR UP DEAD FOOT DEAD ENGINE IDENTIFY VARIFY FEATHER TRIM THE BALL ROLL TO GOOD OR RAISE THE DEAD THEN AIRSPEED AIRSPEED AIRSPEED, oh did I forget something….AIRSPEED IS KING, all the way to a save landing!
Thank you for this kind endorsement, Dave!
- Martin
Great training video Martin ! Doug is the type of instructor every pilot should want. He doesn’t cut corners, or “teach the test”. He is very detail oriented and doesn’t compromise. When you get trained by this type of instructor, you come away knowing you got the best and you earned it. I’ve had both types of instruction and this is sure more difficult, but it sure is worth it. Thank you and Doug for sharing this with us ! 🇺🇸🛫
My pleasure, Randy. Doug is a great instructor; I'm fortunate to have trained with him.
Best regards, Martin
Martin Pauly I sure look forward to more episodes with him, if they are coming. I learned a lot and I flew a black Baron with a Colemill conversion, back in the 80’s (N2200Q) I remember it well. Colemill Ent. was just down the road from my home, just outside Nashville.
@@randyporter3491 Doug and I will probably make a few more of these training videos over time, but nothing is in production or planned for the very near future.
- Martin
Martin Pauly Thanks Martin, I hope you do continue the multi-engine training series. Excellent videos !
Instructor is just AMAZING....he gets the points across in such a way that you understand the importance yet, do not feel pressured or nervous. As a fairly new CFI, this is not only good for my ME rating, but I can also incorporate this into my teaching. THANK YOU for sharing! Excellent video.
Cracks me up how 6 people hit the dislike button. This is great information presented in an easy to understand format. The information is straight forward and exactly how I was taught during Initial and recurrent training at top training facilities. Thanks for the refresher.
Thanks, Craig. Glad you found it useful.
- Martin
I'm not a pilot just a Sim pilot but I think this instructor is absolutely 100% fantastic.
I wanted to thank you for this video and share an experience that I had, and how I overcame the problem with what you taught me. I am now a MEI and started using your video technique of "The Drill" from day one. I teach it and make my students recite it until they are blue in the face. I also make them recite it after I substantially increase their stress level, because primacy is a real thing.
I was recently instructing a day 1 multi student in a 310. I was showing him how a reduction in power of one engine caused a strong yaw. After going through it a couple of times I realized that the reduction of power was no longer causing a change with the engine. It took me about 30 seconds to realize that the throttle cable to the right engine had broken and the power was stuck at about 22". It then dawned on me that I could not land with my power stuck on. I started running through how I would land with power and not yaw the plane off of the runway. The tunnel vision and reduction of hearing that you spoke of was starting to creep in. The airport that I wanted to go to was 18 miles away and I was familiar with the ILS procedure so I declared an emergency and headed that direction. I was 5,000'agl at the time so I had plenty of altitude, distance and power from the good engine. I was always taught for an engine failure to start a stabilized approach before the FAF so that's what I did. I gave the cfi that was in the backseat the checklist and had him start reading through the engine shutdown and feather. I realized what he was reading me didn't sound right but the tunnel vision and hearing loss was getting stronger. What I was extremely proficient with was "The Drill" and that's what I did. I shut the engine down and feathered it about 15 miles out. I was not thinking that I could have used the power from the right engine for the approach. As I got to the FAF I was feeling good about things. The emergency had been declared, the trucks were out, everyone was set, and the plane was stable. That is until i dropped the gear and lowered the flaps to 10 degrees. The increase in drag lowered my approach speed 10 MPH below blue line, which was still fine because that is the single engine approach speed on the checklist. When I started getting slow the yaw from the left engine took full effect like a vmc demo. Now I was starting to yaw, getting slow, and the tunnel was getting tighter. I got with in 1 mile of landing and lowered the flaps fully and realized there was no hope of making it in. I reduced the flaps, which reduced drag and made it in just fine with a perfect landing.
My take away was this. I instruct and practice "The Drill" consistently which is how I properly executed the procedure. My full time job is a high stress job with constant emergencies. With all of the training that I provide, and my high stress job I still got tunnel vision and scared. During 100% of the flight reviews I conduct, pilots say they don't train emergencies. 90% of them cant execute a stall because they are too afraid to do them. Instructors need to preach system failures in every lesson because 1 second you are fine, and the next you're declaring an emergency!! Thanks for teaching me the best lesson I have been taught!
Rozendaal is an excellent communicator. Thanks for sharing.
Doug is a natural instructor. Excellent!
Yes, Doug is fantastic! I really learned a lot from him.
- Martin
I’m not even in the plane and still felt a slight panic when he shut the engine down and it was hard to remember the procedure for a moment. Immediate reinforcement of his point about needing to drill the steps into your mind lol. Awesome teacher! Very firm but kind and knowledgeable.
Awesome teacher indeed! Thanks for the feedback.
- Martin
liked the combined special effects at 19:19,...caught me by surprise...nice touch
This video was excellent! It was a very beautiful demonstration of a student who cares, and an instructor who cares. Excellent attitudes!
I am very impressed with Doug. His analysis of the mental state and the limits that will be imposed is right on. I learned this during pistol training, when under high stress, trying to change a magazine it felt like I was wearing boxing gloves.
Yes, human factors is so very important for many situations. Understanding our own limitations and working out strategies for compensating our shortcomings BEFORE the need arises is extremely valuable, like in your example, Jim.
Regards, Martin
This was awesome, Martin. The gentleman on the left seat explains very well on the ground and in the air. I appreciate it for this very instructional video.
I appreciate the kind feedback.
- Martin
One aid that I didn't hear mentioned was the old "Dead Foot, Dead Engine". It was easy to remember and served me well over a lifetime of flying. Another great video, Martin. Keep it going.
Thanks for the feedback, Raymond.
Doug talks about the "dead leg" (as opposed to 'foot')about 8:00 minutes into the video, saying that that's the engine we're shutting down.
- Martin
Martin Pauly Yes, I caught that. I suppose my Air Force training always comes to the fore, and I found myself smiling at his leg slapping. This is not to say he's wrong. Far from it. It's just different from what I learned. I really need to butt out of what you're doing instead of running the military training in. I'm doing nothing more than confusing the issue, and you're doing just fine. So pardon me while I take my nonsense out of your business. Again, keep up the good work.
Hi Martin, Great video. I'm here because of the recent crash of a Beechcraft twin in Dallas. Every twin pilot should be ready for this emergency at every takeoff. Practice often and be safe
Yes, practice and recurrent training are better than any safety equipment money can buy. I am convinced the GA accident rate can be decimated if pilots commit to yearly training of some sort.
- Martin
Martin AWESOME video !!! I have a new to me 1973 E55 Baron that I love. I'm going to be doing The Drill in my daily life and while I'm sleeping. Thanks for taking the time to share and create this video. You could be saving the life of many multi engine pilots out there.
Thank you, Shon - and congrats on getting an E55 - those are nice!
Hopefully you'll never have to use the drill for real.
Regards, Martin
Love it, he has it pegged. Sit in a chair and go over it until it is second nature. I would love him as an instructor, quiet, calm and to the point and a great method of getting it right. You only get one chance to get it right, I like his method. Excellent video. Stay safe.
Thank you for the kind words.
- Martin
The best flight training video I have seen - wish I had him as my instructor! Thank you both.
Glad you liked it, Colin.
Regards, Martin
Great training video. The best training is military training. Dougs got it close to logical safe perfection. The acid test is to do the drill alone. Now imagine your climbing in ifr, white out and boom.
Thanks, Mike.
I hope the only time I'll ever have to deal with this in my initial climb is in a simulator. But I know I have to be ready for it in the real world, too.
- Martin
Love this no nonsense engine out training that starts sitting in a chair,Martin you are a natural for twins, cool calm and collected,this down to earth training will be worth every penny,you certainly have a dedicated instructor who puts a lot of thought into what he teaches and breaks everything down so well,looking forward to your other videos that will help many people get to grips with twins.
Thanks for the kind feedback, Angel.
- Martin
You are getting great instruction from someone who obviously has taught many multi-engine students. The Colemill Conversion Baron will make you never want to fly an un converted Baron. I got my multi at Colemill before they were flooded out of business. I think all Barons(55 or 58) should be converted . It just makes them a much safer plane to operate. Keep up the videos.
Thanks, Robert.
Yes, the Colemill conversion turns the Baron into an even better airplane, especially (but not only) after one engine quits.
Regards, Martin
This is the best flight instruction video I have seen this year. thank you so much for sharing...
Thank you, Mike. Glad we could help!
- Martin
Enjoyed the video. Brings back the memories of my multi rating in the 310. My flight instructor told me he had 2 engine failures during all of his flying (cruise config). I like Doug's "Drill". Safe flying Martin
Thank you!
- Martin
Another outstanding video! Thank you for helping us ALL become better pilots! Hats off to you and Doug for the video! Cheers!
Thanks, Scot.
- Martin
I first heard Doug on the AOPA podcast and I love hearing his wisdom
I consider myself fully briefed. Great video, simple and clear
Thank you, Simon.
- Martin
Yep this is the basic stuff for multi engine stuff. I did my commercial multi in a seminole and recently just got my CFI with my initial being a multi engine instructor. I think multi's are a lot of fun and very rewarding to fly.
Excellent video Martin. I have a multi rating, but fly a 36 now. I wish Doug would have completed my training years ago. His method of teaching is superior !!
Thanks, William. I agree, Doug is an outstanding teacher.
Regards, Martin
A few constructive comments on this subject: 16:30 We never confirm positive rate off of a VSI in GA as few GA planes have and IVSI, the sole determiner for positive rate in a light piston twin trainer is either visually, or baro altimeter. 16:48 We never "pitch for blue line" - we pitch for the correct single engine pitch. You should know what the correct pitch to establish is for your plane, typically 3 to 5 degrees ANU Pitch plus power equals airspeed. Set the correct pitch (visually or ADI) and you will yield the correct speed as the result of the first two ingrediants. Also, blue line is the eventual desired climb speed but you may (and often do) pitch for the correct pitch and climb out on Vxse to clear obstacles. We have a published Vxse an it is a safe speed well above Vmc - your SE pitch may yield Vxse initially and that is OK too. LAST, the procedure shown is incorrect by teaching muscle memory to new pilots that in time of crisis we should "jam" things forward. DO NOT push mixtures. props and throttles to the limits as you were taught here. You may be in Denver and if you jam mixtures forward you will lose both engines....If you go on any fly anything Radial or Turbine, there is lots of throttle movement available beyond the TAKEOFF power setting. The power "set" for takeoff is the power set, and it should stay there. Don't ever jam all six knobs forward by rote reflex. Ask the King's about this. See this FlightChops video where he comes to the same conclusion. Also, don't ever condition yourself to suck the flaps up low energy close to the ground. The flaps setting that you selected prior to takeoff is what you have and sucking the flaps up will be your death spiral. You need those flaps at this time. If you go on to fly anything "big" you will see how this procedure works...we eventually do retract flaps and clean up but NOT during time of crisis. The Colgan fatal was caused by a girl that arbitrarily retracted flaps from muscle memory during time of crisis and down they went. I am not a fan of arbitrarily "jamming" things forward or slamming flaps up in order to satisfy a rote thing that you ingrained. The correct procedure is:
1) Pretakeoff checklist and brief confirms desired flaps/mixtures/power setting/EF plan.
2) Rotate at briefed rotation speed.
BAM
3) "Engine Failure - establish pitch (may be a push or a pull depending on where it happens)
4) Positive rate
5) Gear up
6) ID
7) Verify
8) FX
9) Consider flaps retract when safe altitude and speed
10) After takeoff checklist
11) Engine failure checklist
See Flight Chops video here: th-cam.com/video/UeujX2JZfHU/w-d-xo.html
Love it Martin great job! When I got the multi I was taught this exact same drill and to this day I brief it every takeoff, out load, before I take the runway. We are fortunate to learn this method straight out of the gates even though our instructors likely do not know each other. Good stuff and looking forward to the remainder of the series.
Thanks, Tango T.
Regards, Martin
Sending a few students to your videos-the best out there in my opinion!!!
Thank you - glad you find these videos helpful.
- Martin
Fabulous! Doug is simply excellent. And your video succinctly captures the essence of his training ideology and method. He is an excellent role model of the ideal instructor. Clear, precise, thorough, calm, realistic. And all of that breeds confidence in the student. Can't wait to see the next installment! Thanks so much.
Thanks for the kind feedback.
- Martin
This was good information. He is right about twin training
Thanks, Arthur.
- Martin
Hi Martin. Great instructional video. Hope there's a part 2 coming. Happy landings from Portugal.
Thanks for the kind feedback.
Part II (about VMC) is in the works.
Regards, Martin
Fantastic Martin! You are very fortunate to be flying with one of the best in the business, and a class act on top of that!!
Thanks, Doug.
No question, Doug Rozendaal is an exceptional instructor and an exceptional pilot. Not a frequent combination, and I feel very fortunate to be training with him.
Best regards, Martin
Finishing my instrument and getting through most if not all of commercial is my goal for 2019. Really looking forward to this series! Thanks for sharing with us!
Good luck for achieving these goals in 2019, Parker.
- Martin
@9:30 "the ball should be pointed at the earth at all time in coordinated flight". I thought during a coordinated turn (which is part of a coordinated flight), the ball should be centered, which is not pointed at the earth as explained in this engine failure situation. I understand that in case of an engine failure, the 5 deg bank is not in a turn but saying ""the ball should be pointed at the earth at all time in coordinated flight" isn't correct in my view. Am I wrong?
That statement was meant in the context of flying straight, not a turn. We should have said that explicitly.
Understood. Thank you.
Great content by the way. I watched this video many times as Doug’s teaching is top notch.
I have always loved watching your videos because you have an analytical mindset - I really appreciate this entry into twins. Thank You for sharing your experiences with us.
Thanks - glad to hear.
- Martin
Excellent instruction. One minor caveat. In high-density altitudes, you should always have set the mixtures to best power before commencing takeoff. If an engine fails during climb out, automatically pushing the mixtures to full rich may well destroy a significant amount of power available from the good engine. I would suggest modifying the drill to be "Mixtures set optimum". Fly safe and thanks for all you do.
Doug provides a GREAT lesson on doing the memory items for engine failure on takeoff in a light twin. Multi-engine pilots, as Doug clearly demonstrates, simply MUST have the memory items drill down pat so that they are automatic. The reason many general aviation pilots do not survive an engine failure on takeoff is because they do not execute their immediate action drills, and do not feather the failed engine's prop. My only comment on what Doug says is that the gear should be retracted before the flaps. Having the gear down with an engine out is a huge performance penalty as they do not provide any lift. Flaps are less drag and do produce lift. So, it should be mixtures, props, throttles full forward, pitch up to climb attitude, gear up, flaps up, then identify, etc. Also, unlike a normal takeoff, pilots should NOT wait for positive climb to retract the gear. Most light twins will not climb on one engine with the gear down. For example, a Seminole with the flaps up, gear down and prop windmilling will be descending at 450 fpm under ideal conditions. Joel Turpin CFII ATP FAA Master Pilot.
Joel, if you do the drag demo in the light twins I've flown the flaps create more drag than the gear. Some airplanes the gear might create more drag than approach flaps, and when doing a go-around or stall recovery, I teach flaps (approach)-gear-flaps (up).
I don't care if someone teaches gear up before flaps, (I was trained flap first because of the drag demo.)
What is critical is that a M/E pilot have a procedure that is deeply imbedded in their brain to react appropriately to an EFATO. Thank you for the kind words.
A great example of experienced instructing.
Excelent!!! Very calm instructor!! Looking forward for the the incoming episodes!!!!
"We are going to beat this into your brain, the same place where Mary Had a Little Lamb exists" ,,, .... love it
Class
Awesome video Martin, thank you for bringing content of this quality to TH-cam, I started my multi engine training these days and will apply the drill to it. Greetings from Brazil!
Thank you, Pedro. And good luck for completing your multi engine rating!
- Martin
I love all your videos, but this was one really hit home. I have a 1974 Baron, it's a great airplane and lots of fun to fly!
Glad you found this video useful, Travis. Barons sure are nice airplanes!
Regards, Martin
Doug is an awesome educator
Yes, I agree.
- Martin
EXCELLENT Video.... as a WARBIRD Fan, I have the utmost respect for Doug Rozendaal to begin with. He is an excellent instructor. Can't wait till the next video! Thanks for sharing Martin, and Happy New Year to you!
Thanks for the kind words, Jim. Part II (with a VMC discussion) is currently being worked on.
Regards, Martin
I want that instructor!!! thanks for sharing this video Martin! going to episode 2
Glad you found it useful, Mario. Doug is a fantastic instructor!
- Martin
I watched this video several times. Thanks for sharing
Thanks, Ethan.
- Martin
Great instructional video looking forward for the entire series.
Thanks, Michael. I'm working on the VMC part now.
- Martin
Nice 👍🏻 the best video that i’ve ever seen about multi engine failure !! Congrats kkkk
Thank you for the kind words, Bruno.
- Martin
I completely agree with creating a universal procedure and doing all of it every time.
In my first 3yrs of flying, I flew over 10 different aircraft. Helicopters, airplanes, retracts, twins, tailwheel, turbine, fuel injected, carbureted, electric flap, manual flap, no flaps... Somedays I could potentially end up flying 3-5 different aircraft types in a single day with different students. So I had to come up with universal preflight procedures (that i still use religiously to this day), I set the cockpit up a certain way (still to this day), and I follow a set of procedures for all aircraft. If I come across something in a procedure that didn't apply to that aircraft, such as the prelanding checklist (gear check in a C172, or carb heat in a fuel injected engine....), I just verbalize that it doesn't apply.
Great video Martin. Had the opportunity to fly t 41 barons in the army as a crew chief. Nice aircraft. Cant wait to see the rest of the training.
Thanks, George. The second part (VMC) should be out this weekend.
Regards, Martin
A year later. Using this series for my renewal again. Time flies.
Regular recurrent training - good for you! 👍
- Martin
Thank you Gentlemen good information and graphics of the flight envelope.
Great video, you cut no corners. Love it!
Hi Martin
Hope you’ve been well since we saw each other at the Beech Dinner OSH 2021. I used this awesome video as a training aid with a rusty multi recurrent student. Perfect presentation!!! Look forward to seeing you again should our paths cross again!
Thanks, Kent - would be nice to see you again somewhere!
- Martin
Doug's concept of "The Drill" is solid, and yet, having flown 9000+ hours in multi-engine airplanes myself (3000+ instructor hours), using the statement, "slap the dead leg," is a negative reinforcement and goes contrary to being proactive, which we, as pilots, should be. It requires two, possibly three, thought processes, prior to execution. A positive, proactive technique would be: step on the ball, step on the low hand (because roll follows yaw -- and most won't catch the yaw, at first, resulting in a roll toward the dead engine -- and the yoke will *always* point to the good engine), step on the good engine. This will prevent retarding the wrong throttle, during the "Identify" phase. Moreover, the objective is to level the yoke for minimum drag configuration, so to ensure maximum thrust is providing the best performance, ESPECIALLY if you have a critical engine.
Also, the comment, "Now we're going to take a minute and fly the airplane," is out of place. First course of action in *ANY* emergency: Fly the airplane! Second action? Fly the airplane. Third? Fly. The. Airplane. Granted, part of flying the airplane is dealing with the emergency, but listen: If an engine is on fire, guess what it's doing? Providing thrust! Get away from the ground; give yourself options. Don't be too quick to pull an engine, etc., all the while flying a low level over an apartment complex -- not smart.
This gentleman is a great instructor, no doubt...just wanted to share another perspective. :-)
i prefer "step on the live engine".Ive always struggled with the concept of 'dead leg, dead engine'-heres why.In powerful twins, your hard working leg goes `dead `pretty quickly-as in runs out of power-you go numb. So-stepping on the live engine is just more intuitive. Cheers.
Correct me if I'm wrong....so an engine failure produces a skidding turn instead of a slipping turn? If that is the case, then the ball would be to the right in a left engine failure, and stepping on the good engine would be appropriate.
What do you mean by "stepping on the yoke? If the plane without my input rolls to the left because of an engine out, will not your left hand be lower than your right?
Ok, pitch, mixture, prop, throttle, identify, verify, feather, mixture . So when do you kick rudder?
@@moonpaws1 I know this is an old post and you prob already got the answer but I’ll respond anyway just in case. If you lose the left engine for instance, the aircraft will yaw and roll to the left and instinctively you will steer the yoke to the right. At that time, the right handle of the yoke will be lower than the left. What the OP is saying (which I’ve never heard, but I really like) is “step on the low side of the yoke.” As you add right rudder (in this scenario), the aircraft will begin to track straight and you’ll instinctively remove some of the right yoke. What I really like about this technique, is it allows you to maintain your eyes on the horizon while you get the attitude stabilized (as opposed to looking inside for the ball).
Martin, awesome video, I love Doug's "drill" and teaching method. Thanks to you and Doug for sharing, can't wait for the next video. Paul
Thanks for the kind feedback.
- Martin
Really really great learning moments here
Agreed. Doug explains very well here how important human performance is for flying, and that human performance needs to be factored into how we train and prepare for emergencies. Just knowing what the right thing to do is doesn't mean you can actually DO the right thing when it counts.
- Martin
If I can be half as good an instructor as this gentleman is, I'll be happy :)
You are not alone! 👍
- Martin
great video I feel more prepared to take on multi now!
Good luck for the checkride!
- Martin
Great Vlog Martin. This is the essence of flying multi-engine. I like his suggestion of "You have to know this like "Mary had a little lamb"! Fun training! Then flying around with one engine down is a great confidence builder because turns are critical, and practicing is most important. Thank you Martin.
Glad you found it useful!
Regards, Martin
Great video Martin and great instruction Doug!
I love the part where you are going through the drill while walking through the store. That was me.
Thanks, Cory. Glad you liked it!
Regards, Martin
Best video yet--we get the benefit of insight from one of the best, and you get to pay the bill!! See you soon at MCW, Martin.
I'll be back there soon, I hope! :-)
Regards, Martin
Great video! Looking forward on my multi engine rating! Greetings from Costa Rica (SJO)
Good luck for that, Andres!
- Martin
Love this video..just started BE55 training and this video helped alot
Thanks, Kin, and good look for your multi-engine rating!
- Martin
this guy is an amazing teacher
Very cool Martin. What a great service to those of us who only imagined what multi-engine training would be like. Managing and coordinating the video production as well as doing “the drill” is not an easy task. Great job.
Thank you very much, Dennis.
Regards, Martin
God bless! Thanks for the vid
You are welcome, Mike.
- Martin
Doug is a great instructor
Yes, he really is.
- Martin
Hi Martin. I have to admit that I'm jealous! As I have said before, you are a pro. Thanks for sharing your amazing work and passion.
Thanks, Carlos.
- Martin
Pauly, this is one hell of a good video, your instructor uses an approach that seems very well thought, and if one sinks those steps well into one’s mind the response to an engine loss should be straight forward, I’m waiting eagerly to the next video, thank you very much, and Happy 2019
Thank you, Mario. All the best for 2019 for you, too.
- Martin
The instructor is a ace, great advice, looking forward to the rest of it...subscribed
Absolutely loved this video, absolutely intimidating.
Thanks, Tim, though the idea is that with enough practice this will not be intimidating.
- Martin
9:09 I can see how the ball should be pointed at the earth in a single engine power out, but in a coordinated turn, I believe it should be pointed parallel with a the yaw/vertical axis (in which the force of gravity toward the earth and the force of inertia from the turn are equal). If the ball is outside of center, inertia has a bigger effect on where the ball is, and if it’s inside, then the force of gravity has a bigger effect). How I understood it anyway.
Hi Alex. Are you saying the ball should be centered in a turn with one engine inop? It's not. Part of your bank (5 degrees or so) is not for turning, but for the dead engine ("raise the dead", as Doug says in the video). You can confirm this yourself by watching the yaw string, which points straight back and thus confirms that the turn is neither slipping nor skidding, even though the ball is not centered.
Regards,
Martin
@@martinpauly 9:28 no, I thought he said that in a normal coordinated turn (no engine out), the ball should be always pointed at the earth also which was said a little later). I thought he might have misspoke?
@@martinpauly this training is so good btw, I’m just trying to make sure I’m understanding him correctly. I’m out here at Riggin Flight Service right now to get my multi!
@@alexs3187 Ah, I see what you mean now. Yes, Doug is talking about flying straight here, not turns (though he doesn't say it explicitly). In a coordinated turn with both engines running normally, the ball should of course be centered.
- Martin
@@alexs3187 Good for you, Alex - best of luck with the rating!
- Martin
Best training video out there!
Thank you 😁
Thanks for the video Martin,You took me back years ago when I was a young man...What a professional Instructor!!!!Hope that you already have the MEL by now, best regards Nik.```
Thanks - and yes, Doug is a fantastic instructor.
I'll finish the ME rating soon. I trained for the commercial first, getting ready to take that checkride and then I'll finish the multi.
Regards, Martin
Awesome video and thanks for sharing! I love his no nonsense approach to training.
Thanks for posting
You are welcome.
- Martin
Awesome Awesome Awesome. Doug is awesome and I really enjoyed the video. Looking forward to watching the next one.
Thanks, Abraham. Glad you liked the video. Yes, Doug is an excellent instructor.
Part II (about VMC) should be out around the end of the month.
Regards, Martin
Awesome, awesome video…. “Ritual makes sense out of chaos”…..do the drill over and over…..
Martin: always enjoy your videos, so thanks for going to the trouble to upload them. Spike
Nice to have an instructor who is happy for everything to be uploaded to TH-cam.
Glad to hear, Spike. Thanks.
- Martin
Aaaaand watching the ground school next. Excellent as always Martin, looking forward to this series!