March 2019 Issue

Twin Training

There’s a right and a wrong way to do anything, including communication with your instructor.

When I first started training to fly multi-engine airplanes, it was solemnly explained to me that there were a few things the CFI and weren’t going to do. Yes, we were going to do stalls, but only from 5000 feet agl or more. They all would be straight-ahead and power-off to the pre-stall buffet, followed by the published stall recovery procedure. Generally, that involved pitching the nose down to regain airspeed and control. Only as we accelerated above the red line (VMCA) with the nose down did we bring up power to both engines. The CFI would arrange his knees and hands so that the yoke couldn’t rotate past 20 or so degrees, limiting possible bank angles but poised to take over if needed.

To continue reading this entire article you must be a paid subscriber.

Subscribe to Aviation Safety

The monthly journal of risk management and accident prevention, is packed with useful, timely information on basic and advanced technique, accident analysis and, most important, practical articles on how you can develop the judgment that will keep you in the air and out of the NTSB's files.

Already subscribe but haven't registered for all the benefits of the website? Click here.

Subscriber Log In

Forgot your password? Click Here.