Exclusive Guide: Multi Engine Course Day 1

[@tomdylan1010]

44:20. I see this mistake a lot but don't forget to check winds aloft and plot actual forecasted temperature at each altitude then connect each dots so you can get more accurate performance.

[@Lostcomms7600]

Yeah I was thinking the same thing. I plot a line parallel to the standard lapse rate line on the chart and adjust for temperature variation at sea level.

[@603Aviation]

I just got more from this than I did doing my ME add on 25 years ago! Buying a twin this month and this was timely thank you Thrust Flight team!

[@nelsonbrandt7847]

Outstanding video. I shared it with my multi engine students. Thank you for posting. Looking forward to more great content on your channel!

[@chrissugden3876]

Comprehensive presentation of the principals of multi’s. Thank you!

[@CatarineausArmory]

Awesome presentation. Thank you for sharing.

[@CFIIMunden]

Thank you so much for this video.

[@igclapp]

This is an amazingly well done video! Perfect for someone who wants to learn to fly multis! All the basic info you need packed into one hour. Everything to the point. No wasted time. 27:57 finally someone explains why lower weight increases Vmc with clear diagrams! Thanks!

[@pittiuomo123]

Absolutely stunning. Needed this so much. Great job Thrustflight

[@yennalynquiroy8615]

GUMPS is a crap checklist. Very confusing and does not delineate individual items (lights combined with seatbelts). We use BUMFISH - Brakes, Undercarriage, Mixture rich, Fuel pumps on + switch to fullest tank, Instruments checked - minimums and circuit height (esp. important for IFR), Switches on, Hatches and harnesses secure.

[@steveWard-g6r]

At an altitude where best power may not be full forward on the mixture what is your advice? Im assuming the checklist would be modified to "mixture best power" and not full forward? Thoughts?

[@erickbanos6864]

Thank you so much for sharing this content !!

[@flysport_tedder]

thanks for posting this!

[@dee1238808]

Thank You!

[@jeffchapman8992]

1st time viewer. New subscriber.

[@Joeheat]

At 15 min when talking about ROC required you say its 5000 that’s not accurate they require a demonstrated rate of climb at 5000ft MSL. Can’t think of a plane that can do 5000fpm on a single engine.

[@shirlzitting647]

Hehe.

[@mts982]

does this apply to twin jet engine aircraft also?

[@ilia9876]

Not exactly In jet engine the drive force is accuring inside the engine itself so when the engine became inoperative it only induce dead weight While on a twin the drive force is accuring over the wing + the power of each engine is much less than on jet engine So first not all configurations and weight of a multi engine turboprop are supported by one engine and I mentioned the drive force accuring over the wing bfr bcs unlike jet engine that if a reverse is deploy you simply shut down the respective engine and the trust reverse got no effect on the flight On a twin turboprop if the propellor going into beta mode so even with being shutdown it will produce such GREAT amount if a drag force over the wing that most GA twin props wont be able to handle such assimetry

[@7AlfaRomeo]

Vr = 75 knots, not 45! 16:31

[@mc.314]

❤

[@mytech6779]

Mostly good,9/10. But the explanation of slipstream and it's effects are inaccurate (And just leave the Bernuli effect out of it.). Not a deal breaker because in flight it is a very minor effect and completely in the shadow of P-factor. There are a few other inaccuracies in the presentation but they are very minor.