EVERY student makes mistakes. This is why you go through flight training. If you were perfect before stepping inside the aircraft everyone would have all ratings before stepping inside the airplane. ALL students rush, not get things right the first, second, or even the third time. This is a wonderful training video of what every flight lesson is about. LEARNING. So if you want to know what an an actual flight training is like, this is an excellent example of one!! People need to chill giving criticism, especially flight training videos. Great job Siegwart Aviator. GREAT PILOTS ARE ALWAYS LEARNING!!
@@AviatorMark Critique is part of the learning process. The student is sharp but he needs to slow dow. He will learn that with time and as he gains more experience.
+ProSim4u vliegsimulaties Yes, but hopefully it will help someone have a little easier time learning from my mistakes or perhaps encourage someone to keep going knowing we all struggle at times but if we always continue to learn we can master the situation. Thanks for watching!
Great training and easy to fly I got my ATPMEII in one. Nice, but the Aztec was also fun.Get an instructor who isn't afraid to fly actual IFR conditions. One of mine lacked confidence but I enjoy actual IFR. Good thing as .5 of my ATP check ride was in actual IFR conditions, including an approach
jim dotson Glad it could be a help. I wish you could success with your training and future goals! Keep up the good work. It will be worth it. Stay safe and have fun.
I got my ME rating (a long time ago) in a Cessna 310. I still remember the engine cuts at V1 on TO. If I wasn't on the rudder pedals like, right now, the plane would be on it's back sliding down the runway. It was a real eye opener for me. ME piston pilots are the busiest pilots of them all on the TO and if they an engine right after V1. A couple of years later, I got a job as a Flight Engineer instructor on the L-1011 TriStar. I got to fly left seat in the full flight simulator quite a bit and did a lot of V1 cuts at lift off. Because the big rudder on that bird was hydraulically powered, all I had to do was just touch the rudder pedal and that would stop the yaw. Huge, huge difference from the C-310. And on the TriStar, there was no need to rush the rudder pedal push. The nose would yaw ever so slowly with an engine cut at V1. Just tap it to stop the yaw. And now today -- last month I got my SIC Type Rating on the Cessna Citation from Flight Safety. Because the rudder is all manual cables, when you lose an engine on the Citation after passing V1, you need to push full rudder deflection and it's a very heavy push...very high pedal pressure. I was surprised at how much force was needed to get full deflection right at lift off. Took me back to my C-310 days of doing engine cuts at V1.
Jack Black, for some reason this morse code was pleading through the intercom but I was unable to hear it through my headset even though the recorder picked it up. I took some passengers and they said in the back it can be heard as well. I think I have found a way to silence it for future videos. Sorry if it was too much of a bother.
Enyoyed your video that brought nice memories of my BE76 times. The emergency descent was always fun w gear down and pitch down to 140k and once my instructor flew out of his seat given my lack of smoothness...
Not sure other than the market for that type of a trainer probably was not large enough and they decided to focus on developing better selling light twins.
I like it when student make mistakes because they learn faster specially with an instructor like this guy in the right seat. I also like it when on take off roll he pulls back the mixture (I think) and the student pull both throttles back to idle. So what is a Duchess going for these days and an instructor. When I go my multi it was 125.00 for the plane wet and instructor was 50.00 per hour. Nice video!!
Very nice video, thanks for sharing. If I may recommend, for procedure training, get a decent sim (highly recommend X-Plane 10), a good payware aircraft (C340 or Seneca by Carenado are very nice) and a yoke with an extra throttle quadrant from like Saitek or CH. It'll set you back maybe $350 total and you can practice ad-nauseam, not just with pen and paper. Sims have gotten so good that they'll give you pretty much everything but the feeling of motion in your butt. And good sims such as X-Plane have very detailed systems models of airplanes, so you can selectively fail all manner of subsystems (block pitot tubes, individual gauges, magnetos, fuel pumps, hydraulic lines, prop governors, etc.) in a programmable way (at given speed/altitude/timeout/random timeout, etc.). And if you want the whole ATC experience as well, there's a paid service (about $15-20 a month) called PilotEdge which will provide you professional virtual ATC coverage for the whole of SoCal 12 hours a day, 7 days a week. That is not to say it's a substitute for actual real flight. But it should help with practice and currency.
Siegwart Aviator Sure, pro simulators are great, but keep in mind, my point was you don't necessarily need a $50 million full flight sim rig from the likes of CAE and friends :) Time on these toys is _pricey_. The beauty of desktop flight sims is you can practice procedures for hours at a comparatively tiny cost, so when it comes time to pluck down the big bucks for time in a fully qualified FFS or even time on a real aircraft with an instructor's time added in, you make the most of it. And yeah, maybe an hour in a desktop flight sim counts for less than an hour in an FFS or of real flying, but you can spend so much time there and explore so many marginal conditions, that when, say, a real emergency hits you, you've got a much higher chance of having actually practiced it (even if at lower fidelity), so you're not totally caught off guard.
Jessi Snyder my guess is ident was on but nav volume was turned down. It happens quite a bit in trainers. We’re getting everything through the recording but over the engines I doubt they could hear the super faint morse code.
The engine out procedures just because there's a lot going on so you have to have them memorized cold and go thru it quickly but flawless. The more you have memorized about the airplane you'll be flying the better. V speeds, systems, procedures..... The Vmc demo, the drag demo, and single engine ILS really weren't that difficult once you do it a couple times.
Siegwart Aviator okkkkkkkk I've already started to memorized them and I bought a be 76 for flight sim so I should be good... because time is money I'm from the Nassau Bahamas and it's expensive to school aboard and I'm doing it out of my pocket
Yes, chair flying works well for the multi training - just keep going over it all and you'll do good. As far as the oral try to get used to drawing out some of the factors of Vmc because they can be difficult to explain just with words. If you go on my Siegwart Aviator Facebook page I've got some photo shots of some of my notes that may be helpful.
For normal takeoff planning, use the manufacturer’s recommended rotation speed (Vr) or lift-off speed (Vlof). If no such speeds are published, use a minimum of minimum control speed (Vmc) plus 5 knots for Vr. As a rule, light twins should not be airborne before reaching Vmc. I'm not sure if there is a red line in each twin but in ours there is. The aircraft will actually lift off before that speed but if you were to loose an engine at that point you would not have enough power or time to recover. We do not rotate until that speed is reached so if we were to loose an engine we could still control the aircraft and safely land. I hope that makes sense to you......
Bobby Creager Red line is the 'Minimum air control speed'. The speed below which directional control cannot be maintained with the live engine in a certain configuration (critical engine failed and windmilling). At high'er' speeds, the rudder has enough authority to overcome the yawing moment from the dead drag/live thrust engine couple. As you slow down the rudder gets less and less authority to the point of red line (Vmca)
I am no pilot just a very interested audience member. What is redline and blue line? The only redline I know of has to do with max RPM's over recommended speed and from the way you and the instructor were talking it didn't sound like it had anything to do with that or I could be wrong. Is the instructor saying to not take off until the RPM's redline? Also, I have no clue what blue line is.
jeff darnell For normal takeoff planning, use the manufacturer’s recommended rotation speed (Vr) or lift-off speed (Vlof). If no such speeds are published, use a minimum of minimum control speed (Vmc) plus 5 knots for Vr. As a rule, light twins should not be airborne before reaching Vmc. I'm not sure if there is a red line in each twin but in ours there is. The aircraft will actually lift off before that speed so it's important to watch. Blue line is Vyse. Used in Single Engine operations. Thanks for watching and I hope this helped a little. Make sure to check the POH for the specific aircraft being flown.
Jeff Darnell I’m gonna pitch in after 4 years, because I’m binge watching multi-engine stuff right now. Hope it helps someone. Red line is marked on airspeed indicator for minimum control speed (Vmc). Below Vmc, in case of a single engine failure aircraft is not controllable directionally (meaning not even full rudder will stop it from yawing and eventually rolling into dead engine). So you want to be above Vmca before you become airborne, so that you have enough directional control via rudder. I believe the blue mark is for Vyse (single engine best climb rate airspeed). You want to hold that speed in case of single engine failure, so that you get away from ground quickest.
When I saw you changed it, I was like oh nooooo but I like all your videos. I watch before my flight training 😂 I have my multi-engine training coming on the 24th. btw thanks for all you did, all your help to my country 🇭🇹Haiti
When you feather the engine/prop do you move the prop control forward or pull it back? I didnt see any movements on the propeller control during the simulated left engine out.
This is not in the POH. Our specific aircraft was having an issue with the heater so we were doing that so we wouldn't lose heat for the rest of the flight.
My checklist mentions to do the the Engine run up checks at 1700RPM, you had your engine RPM at 2100 RPM if i heard you say correctly. wonder why that is
+Antonio Rodriguez Different styles but this guy is actually a really great pilot and A+ instructor. He knows his stuff so it sometimes seems like he's may be bored but its just effortless most of the time for him. Thanks for watching.
at this point it looks like the student is just practicing for a practical test. The instructor shouldn't necessarily be instructing but monitoring performance.
@@AviatorMark That is a poor justification for a lazy instructor. Knowing your stuff is one thing. Teaching it effectively is another. If this student were for a check ride he was not ready that day. Engine failure procedures were inconsistent.
PHILLIP MC KIE You’re missing the point. I was the student and this was one of my first times to not only to be flying a twin but to ever even be in one and see how things operate. The instructor is good. I passed that check ride on my first attempt as well as several since including three type ratings. Two of which were at the airlines. This video wasn’t edited to perfection to show how to do it perfectly. It was posted to show the journey and help encourage folks to keep going. If it helps great. If not, move on... You’re not ready for your check ride the first couple times you ever you fly a plane let alone a more complex one!
This was about my 2nd training flight in the multi - you did hear my instructor yell at me for that didn't you?! I think I was worried he'd cut my engine again but no excuse not to have those throttles full forward right at the beginning of take off. Just wanted you to know that was NOT a technique but a mistake.
EVERY student makes mistakes. This is why you go through flight training. If you were perfect before stepping inside the aircraft everyone would have all ratings before stepping inside the airplane. ALL students rush, not get things right the first, second, or even the third time. This is a wonderful training video of what every flight lesson is about. LEARNING. So if you want to know what an an actual flight training is like, this is an excellent example of one!! People need to chill giving criticism, especially flight training videos. Great job Siegwart Aviator. GREAT PILOTS ARE ALWAYS LEARNING!!
Yup, lol, he's our chief instructor with thousands of hrs and used to flying the BIG airplanes - so this kind of flying kinda bores him but he was nice enough to get me up to speed. This was one of my first flights. I wish I wouldve had some vids of the flights as I got closer to my multi.
GZA036 This is meant to share the learning experience NOT perfection bro - chill! This was like my first flight and I was never even given a list to memorize yet. Anyway, if you check out the channel you will find some more Multi vids that show just how far a student can go and become an instructor teaching multi. Focus on encouraging fellow aviators not tearing them down. That is what this channel is about and that’s the content I support.
Its a brave man who shows us his mistakes. Well done.
Instablaster
I have 5 hours in a Duchess and your video has definitely helped me. Thank you!
charlescobb86 Thanks great. Keep up the good work.
I am working on BE76 now and I cannot find any better video than this. Thank you very much for uploading this great video!
+Kyle Lee Thanks for watching! Really didn't post it as an educational tool but if it helps that's cool!
EVERY student makes mistakes. This is why you go through flight training. If you were perfect before stepping inside the aircraft everyone would have all ratings before stepping inside the airplane. ALL students rush, not get things right the first, second, or even the third time. This is a wonderful training video of what every flight lesson is about. LEARNING. So if you want to know what an an actual flight training is like, this is an excellent example of one!! People need to chill giving criticism, especially flight training videos. Great job Siegwart Aviator. GREAT PILOTS ARE ALWAYS LEARNING!!
Greg Shiro Well said! I try to keep my videos real so I don’t edit out all the mistakes. We can learn from each other and keep improving. Thanks Greg!
@@AviatorMark Critique is part of the learning process. The student is sharp but he needs to slow dow. He will learn that with time and as he gains more experience.
PHILLIP MC KIE I’m not the instructor in this one but thanks anyway...
Super instructor. Love his style.
Well done!! Take your time and you will be alright.
Thanks for the great videos. Very helpful.
Sure thing! Thanks for watching! 👏
Great video as always. Thanks for sharing
Emmanuel Thanks eh! It was a great learning experience.
Thank you for sharing this video. Very helpfull and also brave to show yourself in this vulnerable position being a student! Thank you very much.
+ProSim4u vliegsimulaties Yes, but hopefully it will help someone have a little easier time learning from my mistakes or perhaps encourage someone to keep going knowing we all struggle at times but if we always continue to learn we can master the situation. Thanks for watching!
awesome I just started my multi in a Duchess as well!
starting multi engine today. really appreciate this video! Thank you
Andrew Roberts That’s awesome! Keep up the good work. Stay in touch and let me know how it goes.
Amazing video! Thank you for sharing! Had my first 30' in a twin not long time ago and this video reminded me all the feelings of the flight. :-)
+Areale Hailemichaile Thanks for watching and I'm glad you enjoyed it. Stay safe and have fun flying!
gonna start flying the duchess in about a week for my multi add on!
Great training and easy to fly
I got my ATPMEII in one.
Nice, but the Aztec was also fun.Get an instructor who isn't afraid to fly actual IFR conditions.
One of mine lacked confidence but I enjoy actual IFR.
Good thing as .5 of my ATP check ride was in actual IFR conditions, including an approach
Hope your training has gone well.
Maybe complete?
ENJOY!
I really appreciate this video. Been flying 20 year single engine and just purchase a twin. I have alot to learn.
Congrats on the airplane! Yes, it's a whole new challenge for sure!
Really appreciated you share the training experience.
Great Video I am working on my Multi-Engine in a Duchess and your video helps a lot.
jim dotson Glad it could be a help. I wish you could success with your training and future goals! Keep up the good work. It will be worth it. Stay safe and have fun.
Siegwart Aviator thank you for the encouragement that helps a lot. Blue Skies Friend.
I got my ME rating (a long time ago) in a Cessna 310. I still remember the engine cuts at V1 on TO. If I wasn't on the rudder pedals like, right now, the plane would be on it's back sliding down the runway. It was a real eye opener for me. ME piston pilots are the busiest pilots of them all on the TO and if they an engine right after V1.
A couple of years later, I got a job as a Flight Engineer instructor on the L-1011 TriStar. I got to fly left seat in the full flight simulator quite a bit and did a lot of V1 cuts at lift off. Because the big rudder on that bird was hydraulically powered, all I had to do was just touch the rudder pedal and that would stop the yaw. Huge, huge difference from the C-310. And on the TriStar, there was no need to rush the rudder pedal push. The nose would yaw ever so slowly with an engine cut at V1. Just tap it to stop the yaw.
And now today -- last month I got my SIC Type Rating on the Cessna Citation from Flight Safety. Because the rudder is all manual cables, when you lose an engine on the Citation after passing V1, you need to push full rudder deflection and it's a very heavy push...very high pedal pressure. I was surprised at how much force was needed to get full deflection right at lift off. Took me back to my C-310 days of doing engine cuts at V1.
Thanks for watching. Love your aviation story. Thanks for sharing.
Jack Black, for some reason this morse code was pleading through the intercom but I was unable to hear it through my headset even though the recorder picked it up. I took some passengers and they said in the back it can be heard as well. I think I have found a way to silence it for future videos. Sorry if it was too much of a bother.
Enyoyed your video that brought nice memories of my BE76 times. The emergency descent was always fun w gear down and pitch down to 140k and once my instructor flew out of his seat given my lack of smoothness...
LEMD49 oh my goodness that’s so funny!
Great Video! I just got my multi last month. This video helped me out.
Hope all is well - Alex
+Pilot.93 Congrats on the multi! Hope to see you around some time. You'll have to fly into 05C!
Why did they stop making the Duchess? He's a good student and the instructor is very encouraging. Kudos to you both.
Not sure other than the market for that type of a trainer probably was not large enough and they decided to focus on developing better selling light twins.
Definitely he seems to know his stuff. Hope your flying is doing great
Excellent instructor!
Yes, he's one of the best!
I like it when student make mistakes because they learn faster specially with an instructor like this guy in the right seat. I also like it when on take off roll he pulls back the mixture (I think) and the student pull both throttles back to idle. So what is a Duchess going for these days and an instructor. When I go my multi it was 125.00 for the plane wet and instructor was 50.00 per hour. Nice video!!
+armypilot71 I think it's around $250-275 wet right now plus the instructor is around $40 these days. Thanks for watching and for the comment.
Very nice video, thanks for sharing. If I may recommend, for procedure training, get a decent sim (highly recommend X-Plane 10), a good payware aircraft (C340 or Seneca by Carenado are very nice) and a yoke with an extra throttle quadrant from like Saitek or CH. It'll set you back maybe $350 total and you can practice ad-nauseam, not just with pen and paper. Sims have gotten so good that they'll give you pretty much everything but the feeling of motion in your butt. And good sims such as X-Plane have very detailed systems models of airplanes, so you can selectively fail all manner of subsystems (block pitot tubes, individual gauges, magnetos, fuel pumps, hydraulic lines, prop governors, etc.) in a programmable way (at given speed/altitude/timeout/random timeout, etc.). And if you want the whole ATC experience as well, there's a paid service (about $15-20 a month) called PilotEdge which will provide you professional virtual ATC coverage for the whole of SoCal 12 hours a day, 7 days a week.
That is not to say it's a substitute for actual real flight. But it should help with practice and currency.
Very good idea. I actually have access to FAA approved SIMs at work whenever I want but SIMs are a good idea for any pilot!
Siegwart Aviator Sure, pro simulators are great, but keep in mind, my point was you don't necessarily need a $50 million full flight sim rig from the likes of CAE and friends :) Time on these toys is _pricey_. The beauty of desktop flight sims is you can practice procedures for hours at a comparatively tiny cost, so when it comes time to pluck down the big bucks for time in a fully qualified FFS or even time on a real aircraft with an instructor's time added in, you make the most of it. And yeah, maybe an hour in a desktop flight sim counts for less than an hour in an FFS or of real flying, but you can spend so much time there and explore so many marginal conditions, that when, say, a real emergency hits you, you've got a much higher chance of having actually practiced it (even if at lower fidelity), so you're not totally caught off guard.
Why does it sound like you are identifying a VOR throughout the video?
Jessi Snyder my guess is ident was on but nav volume was turned down. It happens quite a bit in trainers. We’re getting everything through the recording but over the engines I doubt they could hear the super faint morse code.
Great training.vid.-altho you need to cycle props 3 times at 2200 rpm.
Pilot Thanks! I learned a lot. Kinda neat to look back and see how far I’ve come since. Always thankful for my instructors.
And I like to do that one engine at a time.
Very Nice.
+suloja61 Thanks for watching eh!
Very Nice.
+suloja61 Thank you!
well done buddy….hope you are all done now!
Thanks! All down now and actually have my MEI now!
nice video now i know what to expect next week.. im starting my multi in florida so no cabin heat for me lol
Lucky you! I froze thru ALL my training! lol
Good luck and let me know how you do eh!
Siegwart Aviator thanks alot. . I have a gopro also so I'll post pics and videos... what was the hardest part of your multi training
The engine out procedures just because there's a lot going on so you have to have them memorized cold and go thru it quickly but flawless.
The more you have memorized about the airplane you'll be flying the better. V speeds, systems, procedures.....
The Vmc demo, the drag demo, and single engine ILS really weren't that difficult once you do it a couple times.
Siegwart Aviator okkkkkkkk I've already started to memorized them and I bought a be 76 for flight sim so I should be good... because time is money I'm from the Nassau Bahamas and it's expensive to school aboard and I'm doing it out of my pocket
Yes, chair flying works well for the multi training - just keep going over it all and you'll do good.
As far as the oral try to get used to drawing out some of the factors of Vmc because they can be difficult to explain just with words.
If you go on my Siegwart Aviator Facebook page I've got some photo shots of some of my notes that may be helpful.
good job,, A lot of work
+stealhty1 THANKS! Yes, but well worth it!
Good job man!!...
Thanks pancho1576
I am in a g1000 and not exactly sure what redline is. What is redline and why don't you want to rotate before it?
For normal takeoff planning, use the manufacturer’s recommended rotation speed (Vr) or lift-off speed (Vlof).
If no such speeds are published, use a minimum of minimum control speed (Vmc) plus 5 knots for Vr. As a rule,
light twins should not be airborne before reaching Vmc.
I'm not sure if there is a red line in each twin but in ours there is. The aircraft will actually lift off before that speed but if you were to loose an engine at that point you would not have enough power or time to recover. We do not rotate until that speed is reached so if we were to loose an engine we could still control the aircraft and safely land. I hope that makes sense to you......
Bobby Creager Red line is the 'Minimum air control speed'. The speed below which directional control cannot be maintained with the live engine in a certain configuration (critical engine failed and windmilling). At high'er' speeds, the rudder has enough authority to overcome the yawing moment from the dead drag/live thrust engine couple. As you slow down the rudder gets less and less authority to the point of red line (Vmca)
I am no pilot just a very interested audience member. What is redline and blue line? The only redline I know of has to do with max RPM's over recommended speed and from the way you and the instructor were talking it didn't sound like it had anything to do with that or I could be wrong. Is the instructor saying to not take off until the RPM's redline? Also, I have no clue what blue line is.
jeff darnell For normal takeoff planning, use the manufacturer’s recommended rotation speed (Vr) or lift-off speed (Vlof).
If no such speeds are published, use a minimum of minimum control speed (Vmc) plus 5 knots for Vr. As a rule, light twins should not be airborne before reaching Vmc. I'm not sure if there is a red line in each twin but in ours there is. The aircraft will actually lift off before that speed so it's important to watch. Blue line is Vyse. Used in Single Engine operations. Thanks for watching and I hope this helped a little. Make sure to check the POH for the specific aircraft being flown.
Jeff Darnell I’m gonna pitch in after 4 years, because I’m binge watching multi-engine stuff right now. Hope it helps someone.
Red line is marked on airspeed indicator for minimum control speed (Vmc). Below Vmc, in case of a single engine failure aircraft is not controllable directionally (meaning not even full rudder will stop it from yawing and eventually rolling into dead engine). So you want to be above Vmca before you become airborne, so that you have enough directional control via rudder.
I believe the blue mark is for Vyse (single engine best climb rate airspeed). You want to hold that speed in case of single engine failure, so that you get away from ground quickest.
Just curious, what headset was your instructor using?
Jesse Bourgelas It’s a converted set of Bose earphones. uflymike.com I’m not a huge fan but a lot of pilots love them.
I miss this intro
Emmanuel It was a good one but a lot of people thought it was too long.
When I saw you changed it, I was like oh nooooo but I like all your videos. I watch before my flight training 😂 I have my multi-engine training coming on the 24th.
btw thanks for all you did, all your help to my country 🇭🇹Haiti
When you feather the engine/prop do you move the prop control forward or pull it back? I didnt see any movements on the propeller control during the simulated left engine out.
Ainstain K Back to feather.
Why do you turn off the heater for Vmc demo? I did a quick look through a POh and didn't see a reference to do that.
This is not in the POH. Our specific aircraft was having an issue with the heater so we were doing that so we wouldn't lose heat for the rest of the flight.
Whats the deal with the heater?
So cold!!!
My checklist mentions to do the the Engine run up checks at 1700RPM, you had your engine RPM at 2100 RPM if i heard you say correctly. wonder why that is
+Potatoe Poo Not sure. I'd have to ask our mechanics. They may know. I don't think the BE76 has a lot of different engines....
Interesting. I am working on my multi add-on in the BE-76 (video hopefully coming soon) and my checklist says 2200 RPM...
The amount of work in the multi can be draining for a newbie
Made me queasy and nervous. Just like being a real student.
+Perry George Keep'in it real ;) thanks for watching...
That is rattling through the checklist
ok
Instructor teaching off and on for the most part he looks tired bored or not into flying that day
+Antonio Rodriguez Different styles but this guy is actually a really great pilot and A+ instructor. He knows his stuff so it sometimes seems like he's may be bored but its just effortless most of the time for him. Thanks for watching.
at this point it looks like the student is just practicing for a practical test. The instructor shouldn't necessarily be instructing but monitoring performance.
Student was way off ready. Drills for engine failure he was getting wrong every time.
@@AviatorMark That is a poor justification for a lazy instructor. Knowing your stuff is one thing. Teaching it effectively is another. If this student were for a check ride he was not ready that day. Engine failure procedures were inconsistent.
PHILLIP MC KIE You’re missing the point. I was the student and this was one of my first times to not only to be flying a twin but to ever even be in one and see how things operate. The instructor is good. I passed that check ride on my first attempt as well as several since including three type ratings. Two of which were at the airlines. This video wasn’t edited to perfection to show how to do it perfectly. It was posted to show the journey and help encourage folks to keep going. If it helps great. If not, move on... You’re not ready for your check ride the first couple times you ever you fly a plane let alone a more complex one!
Why are you lifting off before you have given it full power? Very poor technique.
This was about my 2nd training flight in the multi - you did hear my instructor yell at me for that didn't you?! I think I was worried he'd cut my engine again but no excuse not to have those throttles full forward right at the beginning of take off. Just wanted you to know that was NOT a technique but a mistake.
EVERY student makes mistakes. This is why you go through flight training. If you were perfect before stepping inside the aircraft everyone would have all ratings before stepping inside the airplane. ALL students rush, not get things right the first, second, or even the third time. This is a wonderful training video of what every flight lesson is about. LEARNING. So if you want to know what an an actual flight training is like, this is an excellent example of one!! People need to chill giving criticism, especially flight training videos. Great job Siegwart Aviator. GREAT PILOTS ARE ALWAYS LEARNING!!
You can tell the instructor is bored out of his mind
Yup, lol, he's our chief instructor with thousands of hrs and used to flying the BIG airplanes - so this kind of flying kinda bores him but he was nice enough to get me up to speed. This was one of my first flights. I wish I wouldve had some vids of the flights as I got closer to my multi.
Jesus christ dude, sit down in a chair with the checklist for an hour and memorize the take-off briefing. This is nuts.
GZA036 This is meant to share the learning experience NOT perfection bro - chill! This was like my first flight and I was never even given a list to memorize yet. Anyway, if you check out the channel you will find some more Multi vids that show just how far a student can go and become an instructor teaching multi. Focus on encouraging fellow aviators not tearing them down. That is what this channel is about and that’s the content I support.
Some Pilots with thousands of hours still use the checklist... what’s the point of not using it when it’s there for you...?
What a joke...
MrDlfen721 Happy to make you laugh 😂 I think 🤔