Multiengine Lesson Plans

[JediNein]

Hi All!
Now I'm asking for critiques. Below is a link to my first attempt at multiengine add-on rating lesson plans. I'm using a new format, embedded tables, and hopefully something that'll be easier to teach with: MEL Lesson Plans
Comments, please? Are these plans accurate for MEL flight? Are the procedures usable? I'm not sure which twin will be the trainer, so none of the speeds to fly are correct, yet, but, are they on the right track?

After this rating comes CFI-initial lesson plans and glider added-rating.

Thanks!
Jedi Nein

 

[Rvrrat]

I'm not yet qualified to critique the plans themselves but I'd suggest moving the VMC & drag demo up to an earlier point in the syllabus. Give the students a loud & solid reason to pay attention to systems, correct technique & power management, or they might continue to wonder around the tub glorifying in the potential of the equipment.

 

[bobbysamd]

ME Lesson Plans

The format looks nice. I like the "Common Errors" section. However, you might consider reworking the substance more into the FAA FOI lesson plan format, i.e. a heading with "Lesson," "Student," and "Date." Then "Objective," "Elements," "Schedule," "Equipment," "Instructor's Actions," "Student's Actions," and "Completion Standards." Maybe that might be the place to include common errors. Now, if you intend these to be a maneuvers or procedures guide for your student, you don't need to change it. But, I feel that if you are holding these out as "lesson plans," you should adhere to the FOI format.

On your Power-On Stalls lesson, what is a "two-thumb" decent?

Under "Elements" in your drag demo lesson ("Demonstrating The Effect of Various Configurations During Engine Inoperative Performance"), I would specify what is a safe altitude, i.e. 3000' or more, AGL. Under "Procedure," be more specific about the order in which you demonstrate drag. Spell out each effect to demonstrate instead of leaving it up to the examiner. Also, it appears that you are killing an engine completely before doing the drag demo. Do you really mean that, as opposed to zero- thrusting it? Or, is that how it's done these days? I seriously doubt the latter. This lesson is where it belongs in the syllabus.

One other little thing. Shouldn't "Vmc Demo" be called "Engine Inoperative Loss of Control Demonstration?" I know it sounds anal, but you should use PTS terminology, mostly to eliminate ambiguity and to ensure everyone, you, student and the Examiner, are on the same page.

Your instrument procedures are near the end, but I think I would be giving BAI, holding, approaches, etc. much sooner. Returning to the field from the practice area would be a good time, to maximize the student's opportunities to practice these items. I say holding because examiners sometimes give it, even though it is not technically required according to the last PTS I've seen.

You're on the right track. Keep up the good work.

 

[JediNein]

Howdy!
Thanks for the comments. I've added a few sections, clarified a few items, and found an awesome resource for creating lesson plans:USAF Lesson Plan Guide

Wow! Those guys at Kirtland have it figured out. To bad the FAA doesn't listen to the USAF.

Bobbysamd, The 1 and 2 thumbs refer to the distance between the horizon line and the dash directly in front of the pilot. Look at the icon for this message as an example. Other instructors have used fingers. The conversion is 4 fingers = 1 thumb.

For the drag demonstration, so far it appears to be one engine is completely shut down in flight. Of course that means a high altitude and a safe place to land because knowing my luck, that engine won't want to start again.

Fly SAFE!
Jedi Nein

 

[bobbysamd]

Lesson plans

I didn't recall the appendages references.

Maybe the drag demo has changed over the years, but I never taught it with an engine completely shut down in four years of instructing multiengine at three schools - ERAU, FlightSafety or MAPD.

I like the Kirtland lesson plan preparation materials. There are so many more resources available to pilots and instructors now than when I was instructing nine years ago, thanks to the internet. With all the information available, I cannot think of any reason why CFI candidates should not be well prepared for the practical(s) and to teach.

 

[cjh]

Haven't looked at the lesson plans yet or the newest PTS (but I will to both), but regards the drag demo, I've also never heard of it being taught with the engine actually shut down. Typically it's at zero thrust.

 

[Timebuilder]

The only time I shut down an engine (after meeting the safe altitude requirements, ABOVE 3000 AGL for my taste, and nearby landing area) was for the purpose of teaching the airstart, securing engine and checklist usage, along with the "multiengine mantra". All of my VMC demos involed a "fake feather" or zero thrust setting. I tried to limit actual engine shutdowns to twice per lesson, as it is hard on the engines, and not everyone may allow enough time for the engine to warm up after a restart before asking for power.

 

[avbug]

Initially engine-out multi work should be taught at zero thrust. However, every multi student should have had engines shut down on him or her repeatedly during training.

Don't ever let a student into the real world that hasn't had this experience. Don't ever let a student have his or her first shutdown for real on their own. That's not responsible.

During initial training, keeping the engine at zero thrust provides you with options, as well as keeps the engine warm for more efficient transitions and reduced time between power changes.

Once the student has acquired the basics, personally I feel it benificial to have the student experience engine-outs to touchdown. This isnt to be taken lightly as a training experience, and it requires instructor vigilence. However, feathering a prop and landing it is a good experience for a student to have.

This is seldom done today, just as taking an engine-out to the ground in a single engine airplane is never taught any more. I find it a deplorable state that a newly minted pilot or newly rated pilot might have his or her first real engine failure on their own...and have to teach themselves as they go along. Then again, for many instructors, landing off-field, or taking the multi to the runway with one feathered, would be a first for them too. That's sad.

 

[JediNein]

PTS Tasks

Howdy again!
Another point for discussion on multiengine training.

The new commercial PTS has in the standards for the VMC Demonstration, "uses full rudder input, . . .recovers at the first indication of stall, . . ." In the October 2002 Desginee Update, there is a long discussion about requiring full rudder input and not blocking the rudder for the VMC Demonstration.

In the Power-Off Stall task, the PTS discusses not approaching a stall with an engine inoperative and that stalls are not "hazardous," just "dangerous."

Ok, using full rudder with a feathered engine to show a Vmc roll above an altitude where the aircraft's stall speed exceeds Vmc simply sounds hazardous and dangerous.

What do you do as the student when the Baron is now inverted at 3000', single-engine, after a stall before reaching Vmc, because of some turbulence when trying to reach Vmc for the demo?

Fly SAFE!
Jedi Nein

 

[bigD]

Jeez...you have some weathly students Jedi - training in a Baron isn't cheap!

We've had a pretty extensive discussion about this at our school. The local DE was also present during the discussion, and he essentially said that in his eyes, first indication of the stall was the horn, not the buffet. In the Duchess, this is a pretty good buffer - I don't know about other planes.

We concluded that the PTS isn't very consistent in this regard, but the training can continue to be relatively safe as long as the student (and instructor!) is ready to close the good throttle immediately when the horn sounds.

 

[Timebuilder]

Ok, using full rudder with a feathered engine to show a Vmc roll above an altitude where the aircraft's stall speed exceeds Vmc simply sounds hazardous and dangerous.

I would NEVER undertake a "Vmc demo" with a featherd prop!

Here is the procedure we used in the Seneca for our multi students:

(in takeoff configuration, gear and flaps UP)

Clearing turns

Power at 20"/2400 rpm

Mixture rich, props full forward

Power to 18" on both engines

Full power on ONE engine

Slowly reduce the power to idle on the other engine, maintaining heading

Tip: Move your hand to the OPERATING (power producing) engine

Pitch up to slow aircraft at a rate of 1kt /second

At first indication of loss of control (change of heading) or buffet:

1) Pull power on operating engine to idle
2) lower nose to five degrees below the horizon

At Vmc + 10 (90 mph): full power on the OPERATING engine NOT both engines.



We would commonly initiate the recovery with the stall horn for practice of the procedure.

What makes this dangerous is when the stall happens before the loss of control, and the pilots elect to try to progress to the loss of control.

When they unexpectedly get that loss of control, they are going inverted. Twins are lost every year because of this.

 

[SATCFI]

Jedi Nine

In your Vmc lesson plan I think you have confused a Vmc demo (Task X.B.) with the "Maneuvering with one engine inoperative" (Task X.A.). Both of yours say the same thing.

In the PTS Task X.B is titled Vmc Demonstration. There is no choice or discussion on proper configuration for the demo. The PTS spells it out (you do not do this with an engine caged). See below:

2. Configures the airplane at V SSE /V YSE, as appropriate—
a. Landing gear retracted.
b. Flaps set for takeoff.
c. Cowl flaps set for takeoff.
d. Trim set for takeoff.
e. Propellers set for high RPM.
f. Power on critical engine reduced to idle.
g. Power on operating engine set to takeoff or maximum
available power."

Also, PTS says to recover at first indication of stall or loss of directional control. (See below for exerpt.) When teaching, I initially allow the aircraft to exhibit "first indication of stall" (horn or light) and have them recover. From then on, I block the rudder so the see exactly what loss of directional control means.

"NOTE #2 Airplanes with normally aspirated engines will lose power as altitude increases because of the reduced density of the air entering the induction system of the engine. This loss of power will result in a V MC lower than the stall speed at higher altitudes. Therefore, recovery should be made at the first indication of loss of directional control, stall warning, or buffet.

Additionally, I would caution that you should enphasize that ower should not be increased during a power off stall demo until the wings are lowered below the critical angle of attack. Heard of a Travelair up in DFW area that had an engine failure while the throttles were at IDLE (unknown by the IP or Student), and at the stall break, the student added full throttle while the aircraft was still in a stalled configuration. Of course only one of the engines developed power and the results were catastrophic.


Cheers