Multi-Engine Oral Exam - Multi-Commercial Checkride - Full Version
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- Опубліковано 13 тра 2024
- This video is a MOCK Multi-Engine Oral Exam. The information contained in this video is for general purposes only. We try to keep all information as correct and up to date as we can but as you pilots know, not all oral exams are perfect! We make no representations or warrantys of any kind, express or implied, about the completeness, accuracy, reliability, suitability or availability with respect to the video or the infomation contained on this video. Any reliance you place on such information is therefore strictly at your own risk. In no event will we be liable. Other than that, enjoy the show! :-)
#bevinandtom #checkride #oralexam #multiengine - Фільми й анімація
Just for a little more info, Part 23 was overhauled and simplified in 2016-2017 and now the new part 23 being 23.2135c is much more vague. The standards for minimum controllable airspeed are now located under a completely different document, ASTM F3173-M23 and for some odd reason are behind a paywall. But to save some money all of the info in that ASTM document is the same as the old part 23.149. I explained that in my part 141 multi course to my examiner and got some brownie points.
checkride in 2 days my heart rate is already increasing. Thank you for the video!!
You’re going to do great!!! Good luck! 🍀 thanks for subscribing!!
Did u pass or no
@@jacobanderson9292 yes I passed!
Thank you for this. Have my check ride in about a week
Good luck on your checkride! Thank ma for subscribing!
how was it? pass?
@@eliantonov8129 yessir, I just passed my cfi checkride this past weekend! On to ii
The only thing different with my oral exam was the definition of VMC per the certification of the piper Seminole. My DPE had wanted to see the definition from the historical FARs prior to the changes in part 23 in which the Seminole was certified. The minimum calibrate airspeed at which you can maintain directional control if an engine is suddenly made inoperative under the conditions listed in that part. MEI is tomorrow thanks for the quick review.
Wonderful! We also have a multi engine instructor video up if you would like to view that as well. It’s more about how to teach your students. Let me know if you have trouble finding it. Thanks for subscribing to our channel as well. We appreciate all of the support.
great video !
Thank you!!
my ride is tomorrow! thank you for this!
Good luck!!!! Let us know how great you do!! Thanks for subscribing!
@@BATAviation will do!
@@BATAviation I passed!!!
@@LostInSpace175 yayyyy!!!!! Congratulations!!!!! How was it?! Anything similar to the video? I bet you’re on cloud 9!
@@BATAviation it was! It wasn’t too in-depth with systems but it was pretty close. This video deff helped a lot and I learned a lot from this vid! Y’all have a new subscriber in me!
Great video. Although I am curious about the information given about the anti-feathering pins. (54:00) The way I have learned feathering the engine while in flight is that you have to bring down the throttle, then be sure to bring the prop down quick as well to avoid going below 950RPM before going into the feather detent. This is because the anti-feathering pins don’t really care a whole lot about whether you’re on the ground or in the air.
Here’s a quotation from Section 7.5 of the Piper Seminole POH,
“A feathering lock, operated by centrifugal force, prevents feathering during engine shutdown by making it impossible to feather any time the engine speed falls below 950 RPM. For this reason, when feathering a propeller in flight, the pilot must move the propeller control into the FEATHER position before the engine speed drops below 950 RPM.”
I’m not too sure about the squat switch being able to turn off or on the anti feathering pins. How would that work when it’s operated with centrifugal forces?
You are correct… The squat switch is so that you can’t put the landing gear up in advertently on the ground.
Until the prop is pulled to feather, the prop will windmill fast enough to prevent the anti-feathering pins to come out.
Isn’t the what an unfeathering accumulator is for?
Vmc up or down on flaps and ground effect are flipped from what I’ve learned. In GE, less AOA, less p-factor, lower Vmc. Flaps UP, less drag on both sides, makes sense both ways, just a little confusion.
Good video
Thank you!
great video but it would have been better if you could have placed a microphone between them while conversing.
I agree!! That AC unit wasn’t making it any easier!
Thank you for sharing this video. Just one comment: Gyroscopic effect has nothing to do with the definition of Torque. (minute: 33:12). Torque is a rotation equivalent of a linear force which results from a force perpendicular to a rotating arm multiply by the arm distance. A better terminology to use in this case is "Counter Torque". Counter torque is the one the causes of the left turning tendency, not the torque itself. I hope it makes sense.
Thanks for the feedback!!
👍
Why when using COMBATS and saying using the "worst case scenario" Why would it be max take off weight? I thought that more weight decreases VMC and less weight increases VMC?
It should be most unfavorable weight which lighter would be worse. Vmc increases as weight is reduced so the lightest legal weight is most unfavorable. The lightest weight provides the aircraft the least momentum. The heavier the aircraft, the more likely its inertia will carry it forward and help prevent the yaw and roll associated with a failed engine.
I've also heard customfamm:
Critical engine inop and windmilling
Up to 5°bank
Standard temp/pressure at sea level
Trim set for takeoff
Out of ground effect
Max power on working engine
Flaps set for takeoff, gear up
Aft CG
Max gross weight (if certificated pre 1996)
Most unfavorable weight (if certificated post 1996)
@@BATAviationit’s not necessarily the momentum. Heavier weight requires more total lift to maintain altitude, so in a turn, the heavier the plane, the greater the horizontal component of lift. This greater horizontal component of lift helps us fight the yaw using less rudder, thus lowering Vmc.
I wish I knew this before I took my AMEL checkride...
Did you pass?
@@BATAviation No, I didn't. I failed on my Oral. I didn't get to go flying. I can blame myself for the lack of knowledge for AMEL checkride but I wish my MEI gave me a mock checkride like how you guys did in this video beforehand so I would have known what to expect on my checkride. I don't recall any ground school I have done with MEI for this rating. Maybe 20 min or so if I put all together as considered to be ground school. I have zero motivation toward AMEL rating right now since I failed in my oral and out of my budget. I spent a lot of money on it and I feel like I have been wasted it in the end. However, I loved flying Baron though.
@@masa.aviator That’s too bad. A lot of instructors out there fill to give quality ground instruction which is very important for any rating. Hopefully you will recover and go back at it again! Feel free to reach out if you have any questions. Thanks for subscribing!
@@BATAviation Thanks! Much appreciated it! By the way, where are you guys located?
@@masa.aviator We are located out of Sanford international. How about you? We do multi engine training in a piper Seminole.
I made it to 1:47 before I just had to leave this comment and leave
Too bad
Biff says you can’t McFly
Lol
Good job for the recorder, she answered better than the student
The recorder is Bevin :-)
I am not impressed by this student. She showed very little motivation and passion. I hope she did well on her checkride.
Multi engine student thought higher density altitude was a good thing 😂😂
But you won’t get into that room and record yourself answering these questions
Why not? Her motivation is very low and she seems very uninterested. If you are going to showcase, at least motivate the viewers. We are not expecting all answers to be correct but at least showing come passion for this profession will indeed go a long way.
Chill out its practice
Maybe we are being a little too judgmental here.