Airplane Multi Engine Land (AMEL)!!!

When it rains, it pours, and thank God for that! On Tuesday I finally got to start my multi-engine training, and it was every bit as exciting as I thought it would be. The first surprise on the external inspection is that the ailerons are much heavier than the 172 ailerons. We also have to be careful to properly inspect the landing gear to make sure all is well. Next up is an engine start procedure that's a bit more complex than the 172. Important differences are that we make sure the propeller is in the high speed (low drag) setting for the start (this eases the load on the starter), and there is a dedicated start switch, unlike the combined start/magneto switch in the 172.

Taxiing the airplane immediately reveals how much heavier the plane is. At ~1300lb heavier than the Cessna, the Seminole takes a bit more effort to taxi with finesse. At the same time, the plane has tons of power relative to the Skyhawk, so will start moving, and quickly gain speed at idle power. Unless you want to taxi quickly, idle power is all that's needed for taxi. As we approach the runway, we perform the engine runup. In the 172, all you test is the magnetos (and carburetor heat on an older plane), but in the Seminole we also have to test the propeller governor on the manifold pressure, tachometer and oil pressure gauges. Typically 10-15 minutes will pass before we're ready for takeoff.

Once cleared for takeoff, we make an initial power setting, check the instruments, then go for full power. The acceleration is reasonable, but it eats up the 5000ft runway pretty quickly in the 31C heat. "Positive rate, gear up". It feels good to say that! We feel the performance increase as the gear tucks into the belly. At around this time, I'll notice that the number 2 prop control has slipped a bit, and so that propeller isn't producing maximum thrust. I push it forward and get a positive yawing motion to the left- which is quickly correct with some right rudder. Leaving 500ft, we reduce power to the climb setting and accelerate to 105kt. This power reduction thing is pretty new for me. Even in the more powerful 172's, any reduction in power meant a tremendous decrease in vertical speed.

Withe climb power set, we usually get a solid 600fpm at 105kt; maybe 1000fpm at 88kt (best climb speed). I tend to prefer 105kt for better engine cooling. Even at that speed though, the vertical speed is still locked, unlike in a 172 where it will drop every now and again. In no time we're passing 4500ft and ready to do some maneuvers. This essentially entails all the private pilot stuff- stalls, steep turns and slow flight. Next, we move on to some single engine work. That means identifying the dead engine and shutting it down. Be careful not to shut down the wrong engine- it's poor form, and examiners frown on such mistakes. Whenever I go to shut down an engine, I remember BMI92.

On my fist flight, I got to do an ILS approach, which was interesting. The basics are all the same, but the plane is VERY sensitive in the pitch axis. One moment, you're descending at 300fpm, the next moment you're climbing at 200fpm. I've re-learned how to use pitch trim. The slightest out of trim condition will cause the vertical speed to change, and controlling that all flying tailplane (stabilitor) leaves my fingers numb if the plane is out of trim.

Landing the Seminole is something else that takes getting used to. Firstly, unless you're REALLY tall, you can't see the nose. Unless I make an effort to look over the glareshield, I'll never see the nose of the plane. That makes it a little harder to judge your attitude as the ground gets closer. Secondly, you land the Seminold with only the slightest flare. Hardly any flare at all.

At the end of my first flight, I got the feeling I had just flown a real plane, not the metal duck they call the 172. It was really an amazing experience. One I hope I can do a lot more often.

Watch this space for more details on CSEL and CMEL preparation.