Best Multiengine book

[Bernoulli]

Hey guys... I'm about to get my multi engine commercial add on and my MEI and so I'm looking for a good book on the subject. One that is not only well written and has some descent pictures but is also informative enough for the MEI. As always, thanks in advance for the replies.

 

[Bluto]

The new(er) Jeppesen multi text is pretty good. It covers most important concepts in depth with easy-to-understand explanations and analogies.

 

[Luftpost]

I second the Jepp book. Great source of info! Lots of photos and illusrations.

John and Martha have a good video on Multi Engine Flying,primarilyinthe BE-76, of course applies to most twins. I rented it for $5 afewyears back from my local Av shop. When I instructed, I had all ofmystudents view it.

L.

Why are my wordsstickingtogether???

 

[CandlerWun]

Gleim offers an on-line course for the multi-engine rating. It is quite detailed and "interactive" in the sense that it tests you on what you have studied. The first lesson is free. Check it out at http://www.gleim.com/aviation/multiengine/The core information of the course is presented in PDF format, which you can save or print for later review.

Josh M.

 

[CUEBOAT]

ASA book titled "transition to twins" excllent book. great photos and text.

Also the Jepp multi book is great as well.

 

[uwochris]

I used the Jepp book. It wasn't bad overall. I found, however, that it lacked detail and information in certain aspects (aerodynamics theory, for example). Procedure-wise, the book was great.

I also liked the chapter in "See How It Flies" by John Denker. This book is available online for free. Just do a search on google. There is a chapter on multi-engine theory, which goes into more detail.

 

[KigAir]

I found the FAA handbook to be good.

 

[DitchDriver]

I like "Compleat Multiengine Pilot" but when I emailed the author with a question, all he said was that I "did not need to know that". Makes me think he just did not know the answer himself.

The question was why increase in gross weight decreases Vmc.

 

[OrphicSeth]

The question was why increase in gross weight decreases Vmc.

Oooooh, you can really get people to go at each other with this one! HAHAHA! I know one examiner who says this is actually a fallacy, and another who completely agrees. Its fun watching the fireworks!

That's a pretty pretentious answer you got by the way! Makes me wonder...

 

[CandlerWun]

The question was why increase in gross weight decreases Vmc.

The short answer goes as follows:

Since lift must always equal weight in steady-state flight, when all other things are equal, the horizontal component of lift that is produced by banking into the good engine will increase as gross weight increases (for any given bank angle). As a result, at any airspeed, less rudder deflection will be required to counteract the undesired yaw produced by asymmetric thrust than would be required at a lower gross weight. This means that there is more rudder travel "held in reserve" at higher gross weights, allowing the airplane to be flown at a lower airspeed before full rudder travel is reached, and loss of directional control occurs. The result is a reduction in Vmc.

Josh M.

 

[DitchDriver]

The short answer goes as follows:
the horizontal component of lift that is produced by banking into the good engine will increase as gross weight increases (for any given bank angle). As a result, at any airspeed, less rudder deflection will be required to counteract the undesired yaw produced by asymmetric thrust than would be required at a lower gross weight.

What you said was the jist of my take on the subject when I posed the question to the book's author. One assumption here is that the CG is aft of the center of wing's lift, otherwise it is counterproductive to rudder's authority.

Now, keep in mind that in a bank the elevator will have a horizontal component of lift, too. It will be proportional to wing's horizontal component cancelling it out, just like elevator's vertical component cancells out any pitching moment produced by wing's center of lift and CG not being in the same place.

How about that vertical component of rudder's lift in a bank?

This could go on forever. I though the guy would at least point me to another text that has a reasonable explanation. Anyone?

 

[uwochris]

This may be of some help: http://www.av8n.com/how/htm/multi.html#sec-yawstall