Gettin Ready for MEI Checkride

[BradG]

OK, my MEI ride is Thursday, and i've been studying pretty hard. With all the knowledge and experience on this board, im sure some of you can come up with some pretty good MEI type questions to help me prep. Any questions you have been asked, or think might be asked. Let me have it!!

thanks in advance
Brad

 

[Beantown]

Brad,
The MEI ride is a joke. Know the systems, speeds and the like. Be able to teach the Vmc factors and the 4 critical engine factors. That's about it. It's a breeze. Relax and for the first time during a check ride have some fun. You are already an instructor and the D.E knows it. He/she is just looking to see that you can teach the basic's. Good luck, -Bean

 

[flywithastick]

Second on the comments from patmack. My MEI (concurrent with II) was pretty comprehensive. Lots of scenario and multi eng aerodynamic discussion. It was as challenging as any other ride I've taken.

 

[Timebuilder]

First, you have taken good advantage of the fact that you recently passed your multi ride, so all of the things you had to learn are still relatively fresh in your mind.

If you haven't read these, look them up:

1) Flying Light Twins Safely FAA-P8740-19

2) Always Leave Yourself an Out FAA-P8740-25

One big consideration for the MEI is to survive teaching the Vmc demo. If the student doesn't readily pull the power on the "good" engine during the demo, don't hesitate to do it yourself. This relates to the next point:

Are you instructing in a warm climate? Be able to explain Critical Density Altitude: where actual Vmc speed and stall speed are the same. Don't be "this year's" low time MEI who rolls an airplane in Florida while teaching the Vmc demo, and fails to recover.

Be prepared to say "no" to a flight when temperature and altitude makes a single engine climb at blueline impossible. Better yet, have enough runway in front of you to set it back down when an engine fails after liftoff.

Good luck, and fly safe.

 

[bigsky]

Mei is the most fun- at least for me! However as noted above it is the most dangerous, partly because you are creating real emmergencies and sooner or later you will probably make a small mistake that can turn into a big one real quick. I attended Comair and know there procedures were very similar to flight safety and Embry Riddle. This was also consistent with the way my POI in My 135 liked to do maneuvers. I have seen some scary things though when flying out of a school in Farmingdale NY the sudents and their instructor did not seem to understand than VMC will become lower than published especially on a training flight with a forward cg, high altitude and high temp. Due to fact that aircraft will likely stall at same or even a higher speed than we will lose directional control it can be a a cery unsafe maneuver unless we block rudder or Limit Rudder so as to lose directional control sooner- well above the stall margin. I prefer teaching the student to only use half rudder vs the instructor blocking or stepping on opposite rudder only because I have seen on stage checks where the student is expecting you or examiner to block the rudder and if you dont they may actually get a stall buffet before loss of dir control.
I would have to agree there are various ways to teach or perform any maneuver... But I have seen students pull on back to idle go full power on the other and pitch up to 10 degrees and just hold on. The greatest demo of how to kill yourself I have ever seen and they and their instructor were convinced I was the crazy one.

I like teaching the 4 reasons the left engine is critical. I just believe some people over do the emphasis and teaching on that. Some people have only given left engine failures,ect...
I have always said an engine failure is an engine failure possible the left may be slightly more noticeable or degrade the perf, slightly. Personally I have flown apaches with 150 H.P - Saab with 1750 HP and I cant tell any difference between critical or non critical engine.

In big planes it is really N.A., but in light twins zero side slip is extremely important so that is another area I would concentrate on.

 

[Timebuilder]

Good call on the blocking of the rudder. Not only did my sharper students quickly figure out that the pedal wasn't moving as far as they expected, but both of us knew who the examiner would be, and that he would not forget to do it, too.

Just an operational note for Brad:

Let that engine warm up before returning to a normal power setting after a shutdown and feathering demo/air restart (you did remember to close that cowl flap, right?). Thermal cycling isn't really good for an engine, and your training plane will keep flying if you are good to it. If the plane is in mx for a jug or engine replacement, you aren't building any multi time!

 

[HMR]

GOOD LUCK!

Remember, the oral is mostly about red-line, the flight is mostly about blue-line. Know your systems and how to work them in different emergencies. The checkride shouldn’t be too bad. It’s after you get the MEI that’s scary. Run a search on light-twin accidents and see how many happen during training or even checkrides (most common observation from eye-witnesses: “the plane seemed like it was trying to climb and then it just flipped over”). Multi engine training is very dangerous. It’s also very educational. As was mentioned above, you’re constantly simulating emergencies that can become real emergencies real quick. As flight instructors we usually get our MEI’s with minimal multi time, I think I passed my checkride with 25hrs. Now, a year later I have 500 or so dual given in light-twins and while that may not seem like much, I can’t imagine a more educational time.
Be real conservative, especially with your first few students. NEVER roll onto the runway without a pre-takeoff brief. ALWAYS know where you’re going to put the plane down if you lose one on takeoff. What was said before about Vmc demos should be placarded on the inside of your sunglasses.
Don’t get complacent. Case in point: yesterday was my last day as a full-time CFI. I’ve been studying ops specs and systems for my new job and my brain is fried. I takeoff with a “student” (he’s multi-commercial rated with about 4,000TT) and at 1,000’AGL while I’m looking down at this pretty house I reach over and casually bring his left engine to idle. I’m still looking out the window while he stomps and freezes on the right rudder and wheeeeeee! It’s the low-level Duchess airshow. I think the people in that house could hear me yell “my plane”. Man, I’m going to miss that.

 

[bobbysamd]

MEI ride

It's really a multi checkride out of the right seat. Of course, you're instructing all the while. Don't be surprised if the examiner asks you to shoot an approach.

The oral will be pretty much the same as your Commercial multi, but to a higher standard of knowledge. Know your airplane better than you know your own name. Same for Vmc. Do be sure to be ready to explain how and why Vmc and stall speed intersect. Be ready to explain why you lose as much as 80% of your ROC when you lose an engine. Although you've passed your initial CFI, be ready to trot out the FOI. Although most people have passed two CFI practicals at this point and have demonstrated at least once that they can teach, many examiners insist on testing on the FOI again.

Good luck with your practical and update us on how it went. Instruments and multi were my two favorite areas to instruct.

 

[Av8tor]

Great advice from everyone, Let us know how it goes!


Good Luck

 

[Timebuilder]

Although you've passed your initial CFI, be ready to trot out the FOI. Although most people have passed two CFI practicals at this point and have demonstrated at least once that they can teach, many examiners insist on testing on the FOI again.

Oh, boy, are you right about this one....

 

[BoDEAN]

Brad:
Good Luck bud!

I took my MEI this past March. The DE didn't like the amount of altitude I lost when I was doing Vmc demonstrations. Although there isn't a written rule stating a specific altitude you have to hold, he didn't like the amount I lost (I forgot how much it was) but I just told him that I will correct and improve on that in the future, and he smiled. There is a lot of work to do when shooting a non-precision approach, single engine. But just keep orgainized, and follow a systamatic system (I am sure at this point you have some system down to stay calm and organized) and you will do well.

Good Luck, and report back to us!

 

[rptrain]

blocking the rudder

hey y'all,

going off on a tangent a bit, but i noticed the posts about the Vmc demo above. couple months ago the FAA addressed this issue in a designee update newsletter. check out the new emphasis on this area:

from:
ftp://av-info.faa.gov/data/designeeupdate/du_jul02.pdf

THE Vmc DEMO
Both the private and commercial practical test standards for a multiengine class rating require a Vmc demonstration. Previous PTS Books (FAA-S-8081-12A and FAA-S-8081-14) contained a “NOTE” reference this task which advised that airplanes with normally aspirated engines will lose power as altitude increases, and the loss of power may result in a Vmc lower than stall speed at higher altitudes. Also, some airplanes have such an effective rudder that even at sea level Vmc is lower than stall speed. The note went on to say that in these airplanes a demonstration of loss of directional control may be safely conducted by limiting rudder travel to simulate maximum available rudder. The information in this note was intended to be informative rather than directive.

The information regarding limiting rudder travel to simulate maximum available rudder does not appear in the new practical test standards which become effective August 1, 2002, and as an answer to questions we have received regarding this issue, we would like to emphasize that the omission is intentional. It is FAA policy that “blocking the rudder” during the Vmc demonstration task on a practical test is not an acceptable method of
demonstrating or evaluating this maneuver. During training however, single engine procedures should be practiced to prepare for an actual emergency situation, not just a practical test demonstration. In the training situation “blocking the rudder” has been, and will continue to be, an acceptable and productive method of teaching single engine procedures. As recovery ability is gained with practice, the speed at which the maneuver
is started may be lowered in small increments until the feel of the aircraft in emergency conditions is well known. Practice should be continued until an instinctive corrective reaction is developed, and the corrective procedure is automatic. In a training situation, restricting rudder travel in effect sets up an artificial situation
which is very useful in the interest of safety. By the time a student’s training is complete, and he/she is ready for a practical test, the student should be well versed in the effects of density altitude on Vmc, the relationship of Vmc to stall speed, reasons for loss of directional control, indications of loss of directional control, loss of directional control recovery procedure, and the critical importance of never allowing the airplane to enter a stall
with one engine inoperative. This is what the applicant will demonstrate on the practical test, not just the ability to mechanically approach a loss of control situation and recover.

It must be remembered that the practical test standards are designed to be “testing documents” rather than “teaching documents”. The practical test standard books contain the standards to which a particular maneuver/procedure must be accomplished. Information on teaching and performing specific maneuvers is contained in the Airplane Flying Handbook (FAA-H-8083-3) and the Pilot’s Operating Handbook for the specific make and model airplane. The practical test standards do not require an actual loss of control on a Vmc demonstration. This has not changed. The practical test standards require that an applicant recognize any indications of loss of directional control, or stall warning, or stall buffet, and recovers promptly and correctly when either is encountered. Artificially limiting rudder travel defeats this purpose. Pilot’s Operating Handbooks for popular light twin engine training airplanes such as Piper PA-34, PA-31, PA-44, Cessna 402, BE-76 and BE-58 make no mention of limiting rudder travel during Vmc demonstrations on FAA practical tests. Almost invariably the POH’s for these and other aircraft recommend that recovery be initiated at Vmc, stall warning, or stall buffet, as in the Practical Test Standards.

hope the checkride goes well!

 

[bigsky]

Thanks RPTRain:
Its nice to know somebody is current! I guess after having been out of the loop for about 6 years I should be quiet until I do a little more research.