Engine Failure: Takeoff Roll
Vložit
- čas přidán 26. 07. 2024
- Double the engines and double the excitement! It's time to talk about multi-engine flying with a primer on an engine failure emergency while on the ground. In this UND AeroCast episode, UND Flight Instructor,Anthony Bottini, defines the term "light twin" and discusses performance and procedural considerations during the unlikely event of experiencing an engine failure during the takeoff roll. Using a brand-new UND Aerospace Piper Seminole, demo pilot and Flight Instructor, Brian Willis, demonstrates some runway engine cuts with smooth and controlled takeoff aborts and subsequent recoveries. Thanks for the help, Brian! Enjoy the show and as always, Have Fun and Fly Safe!
![Balanced Field Length explained [Accelerated Stop vs Accelerated Go distance, all you need to know]](http://i.ytimg.com/vi/x_l77m6QFgo/mqdefault.jpg)
This is an excellent video! I am a highly experienced CFII and have been a current and active instructor for 51 years, so I know good training, and this is a great teaching video.
cannot disagree with you!
Hello, I just wanted to send a big Thank You! to everyone and anyone with the University of North Dakota who has anything to do with producing these UND AeroSpace videos. I don't remember exactly when I saw the first video but it was actually quite a few years ago and they have all been valuable training aids and really nice to have. I have a bunch of the old videos on my records server but it's always cool to see another new one come out. Thank You again, UND Aerospace.
Buddy, it's so great to hear from you and thanks for the kind words. These are our favorite comments, when we get hear from pilots who have been using the series for a long time. Great to hear that the series has helped you out. Stay tuned and have a great next flight!
A great video indeed for both new ME pilots and seasoned ones who want to refresh their skills. Keep this good stuff coming UND!
You guys always produce high quality informative videos.
Fantastic video. Thanks for sharing this on CZcams
Well done! Very professional presentation!
As always, great video. Glad to see you're producing new content.
Easiest part of the checkride!
Wish the POH in the Seminole my school had had that "summary of factors affecting single engine operations" section.
Great Video!
Thank you for your pertinent upload.
Must be beared in mind.
Just one word: Wonderful !
Thanks for this helpful video!
You're back!!!!
Fantastic video!
great video. all pilots must watch.
Great Review at any time, skill or rating level!
I graduated from UND in 2015, now Im in fighter pilot school. It's crazy how much faster everything happens here!
rlsukovaty Do you possibly have time to answer a few question? I am a Junior at UND right now and am really considering applying to an ANG unit that flies F-15’s...I want to get a realistic idea of what flying fighters is all about! -Aaron
Tuckthemuck ya! Email me, rlsukovaty@gmail.com
I'm assuming you guys are astronauts now!!
Thank you . Good stuff
Great video!
These videos are always well made keep it up 👌Its much appreciated.
Great video
Took me a while to find such a good content for multi engine ! Thank you so much!
I would imagine that one of the most difficult things in life to do would be to avoid the panic and voluntarily pull (upon experiencing an engine failure after takeoff and watching the airspeed fall steadily toward that red line), the only good engine you have left to idle, push the nose over to a safe flying speed, and accept a crash landing, under control, into whatever is ahead of you. However, if you chicken out and decide to try to salvage the flight and stay in the air in most light twins after an engine failure on takeoff, then at least your friends will be able to say that you fought the good fight - right up until the inevitable Vmc roll into the ground.
Great Video! The PA-44-180 was a handful to fly and a Brick with engines. Regardless, I loved every moment flying it in my training, It will definitely make you feel like a real pilot with the increased workload.
I am seriously considering UND.
Thanks
miss UND, miss the experience of flight training in America.
Hey! New aerocast videos! :)
Hey everyone, trying to find a series of UND videos I saw a while back. It was a lecture series on how to prepare for your first Airline interview. I think it was on one of UND's back pages but I just can't find it. Can anyone help point me towards it?
Thank you for the great video! Always helpful!
Do you know, where I can find this Takeoff brief list at 11:50?
I want to study there! I am from the Philippines :D
Ha.. theres a lot of places that are half the price of UND.. you could just watch the videos
What do you do when you have an engine failure when you're past decision point on the runway? Say you're too far down, or 10ft off the runway and your engine dies.
In the scenario you describe, it's curtains I'm afraid... The best you can do is a good preflight planning where you consider the take-off performance and the abort point so you don't find yourself in that situation. The rule is 70 % of the liftoff speed at 50 % of the runway length. My personal personal minimums, taking into account the distance required to stop neer Vr and to keep it simple I go by the rule of "airborne at the half-way point or abort"
Hello thanks for this video. But on an engine failure on inicial climb after takeoff, with gear down and flaps set for to, below the best of climb speed, what's the correct procedure?
piranhabitesme on the Seminole we will abort takeoff and land straight ahead with a windmilling prop and gear down. The performance just isn't there for a continued takeoff.
And then you eat the fence at the end of the runway, because your calculated accelerate stop distance was based an a failure occuring at rotation, and doesn’t count the time you spent airborne. I almost think it would be better to pretend you’re a single engine and perform a forced landing at whatever open real-estate you can find in front of you.
Gear and flaps retracted. Continue in the pattern and land.
In most cases, why not rotate the PA 44 at 88 knots or more. In any case, it's highly unlikely that any light twin pilot is going to purposely attempt to abort a take off after rotation. It is what it is.
Why have the Seminole two engines? With one it’s not flying.
UNIVERSIDAD.DE LA AVACION QUE BONITO..DONDE ESTAN UBICADOS?????UNIVESITE AIR PLANE WHERE UBICATIION...PLEASE..THANKS FOR YOUR VIDEO.WELCOME TO BOGOTA DC COLOMBIA
I was sorry to hear at 11:12 you mentioned the use of aerodynamic braking to help stop the airplane. This is not good advice because test pilots during testing do not use that method to help stop the airplane. It's not factored into the stopping distance.
I'm a retired airline flight crew instructor. I worked for a major US airline who flew the L-1011. We had a Captain who was taught to use aerodynamic braking when he learned to fly. He always used it. Aerodynamic braking was never used on the TriStar during testing as it already had features to help stop it on the ground (ground spoilers and anti-skid brakes). That is all that it and other jetliners needed.
One day this Captain pulled the nose up so high to start his aero braking that he hit the tail hard enough to cause structural damage. We had a pilot union so he got a month off without pay and a warning if he continued to try and use aero braking on his landings, he would lose his job. Well, this Captain was sure he knew more about airplanes than anyone else working at that airline, so he continued to aero brake his landings.
One day it happened again. The next day he was permanently out of a job!! You're not doing a service by telling new ME pilots to use aerodynamic braking to help stop their airplanes.
The question is: did the manufacturer of the aircraft use aero breaking as part of their distance testing? The answer is no. The distances found in the performance charts were obtained without the use of aero braking. Therefore, to attempt to land using any other technique, not might, but WILL, cause you to exceed the published landing distance.
Multis aren't safer and cost a lot more overall.
sounds like at this point they're mostly used for multi engine training for folks who eventually move up to jets. Most folks would rather spend the money on a high performance single (Cirrus, Bonanza) for the same or less operating costs.
I guess Louis CK went to flight college after #MeToo