Flying with Two Engines Hello again everyone! After a very busy semester of flying, work, and classes, I am finally a Multi-Engine Pilot and a Certified Flight Instructor
Jacob is one of two 2020 FMA Solo recipients. The FMA Solo program welcomed 86 student musicians into the FMA network this year alone. The scholarship portion will assist the selected recipient(s) through the solo portion of their flight training. Fourteen students have been recipients of the FMA Solo scholarship in the eight years of its existence. Jacob is also a student ambassador of the Flying Musicians Association at Kent State.
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To start things off, I’ll break down my multi-engine checkride. We started the oral by going over multi-definitions and then V speeds for the Piper Seminole. After that, we talked about multi-aerodynamics and the critical engine We then moved on to systems, which made up most of the oral. Starting with the systems, we talked about the landing gear and I was given some scenarios about a hydraulic leak and where we would first see the indication. We then talked about what I would do if I only saw 2 gear-down indications which led to the microswitches on our aircraft. Next, we moved to the propeller. I was asked what keeps the prop from feathering. After the propeller, we discussed the fuel tank which was the longest part of the questioning of the system. My DPE asked me to draw out the fuel system for the Seminole, which I was able to do with no problems. He then asked me some scenario questions about cross-feeding and what the fuel selectors would look like if we shut an engine down. To finish up the systems, we talked about the heater in our aircraft and how to turn it on and off both on the ground and in the air. Once the weather finally cleared, we were able to continue with the flight. After we started up and completed the run-up, I did a short field takeoff and headed to our southeast practice area. Once we were about to cross into the practice area, my DPE moved the right engine’s fuel selector to the off position, and from there we did a full engine shutdown. Once my DPE was satisfied with my control on one engine, we restarted the engine and entered our area. In the area, we did power on and off stalls, steep turns, slow flight, and a Vmc Demo. All of these maneuvers went pretty well, especially my steep turns. My steep turn to the left was so good, my examiner tapped the altimeter to make sure it was still working. We then did an emergency descent down to 3,500’. We then elected to do the RNAV 27 into KPOV. When we were on the base leg to intercept the final approach course, my left engine was pulled to idle and we conducted a single-engine approach. The approach went fairly well, getting no more than a 1 dot deflection at any point. After we landed, we took off again, but on this takeoff, my engine was pulled to idle to simulate an engine failure on takeoff. We then took off again, and did a short field back into KPOV, where I nailed my point. We then took off and headed back to Kent, and I was finally a multi-engine rated pilot!