Immune, if you follow the program you Instructor has, you should do fine.
IMHO teaching in a light twin will kill you quicker than any other airplane. It is normally an underpowered trainer with a student of sometimes unknown ability. Plus, you are maneuvering low and slow and you will be dealing with asymmetrical thrust low and slow.
1. As always - know your aircraft. You cannot teach an aircraft if you do not know that aircraft. With each type, model, engine mfgr, engine model, factory or after market modification you could have a different animal and can and may be operated differently depending on many factors. This is where you dig into the aircraft manual(s) and talk to the mechanics and other pilots.
2. Always expect your student will do something you do not want them to do. In a twin (unlike a single engine trainer) the CG may not put you nose down during a stall (or just send you in a flat spin) especially if you have some one ride in the back to watch. (In a light twin some one in the back watching primary training- NEVER a good idea IMHO).
3. With bigger aircraft you need to know: In a turn on the ground - Will the tail clear if the wing tips do? Some aircraft have longer wings (or a longer tail) – find out. It could save you a dinged aircraft and some money.
4. In any multi-engine aircraft I have found that when an engine quits sometimes either too much gear or too much flaps will kill you. If you have an aircraft with long gear that create too much drag or if the flaps are too large for the single engine power you may have to retract the gear or reduce the flaps. This may not matter unless you are above a certain airspeed, weight, or temperature. Any good aircraft check out could show you the specific flight abilities of that aircraft. But keep in mind that if the aircraft is not performing – you may have missed something – think gear – flaps – cowl flaps –power setting - Prop pitch - etc.
IMHO teaching in a light twin will kill you quicker than any other airplane. It is normally an underpowered trainer with a student of sometimes unknown ability. Plus, you are maneuvering low and slow and you will be dealing with asymmetrical thrust low and slow.
1. As always - know your aircraft. You cannot teach an aircraft if you do not know that aircraft. With each type, model, engine mfgr, engine model, factory or after market modification you could have a different animal and can and may be operated differently depending on many factors. This is where you dig into the aircraft manual(s) and talk to the mechanics and other pilots.
2. Always expect your student will do something you do not want them to do. In a twin (unlike a single engine trainer) the CG may not put you nose down during a stall (or just send you in a flat spin) especially if you have some one ride in the back to watch. (In a light twin some one in the back watching primary training- NEVER a good idea IMHO).
3. With bigger aircraft you need to know: In a turn on the ground - Will the tail clear if the wing tips do? Some aircraft have longer wings (or a longer tail) – find out. It could save you a dinged aircraft and some money.
4. In any multi-engine aircraft I have found that when an engine quits sometimes either too much gear or too much flaps will kill you. If you have an aircraft with long gear that create too much drag or if the flaps are too large for the single engine power you may have to retract the gear or reduce the flaps. This may not matter unless you are above a certain airspeed, weight, or temperature. Any good aircraft check out could show you the specific flight abilities of that aircraft. But keep in mind that if the aircraft is not performing – you may have missed something – think gear – flaps – cowl flaps –power setting - Prop pitch - etc.
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