Yep, Chester’s got a good demo there. I use flaps 15 for landing. If I need flaps 30 for landing distance, I roll em on short final after landing assured. Good job saving money being prepared. Memorize the fuel system and the air speeds. Gotta get me some of them seat covers…;-). N1886H 1959 C310C.
EVERY new plane I've flown in I sat in it first, spent time looking at where everything is, even took pics of the panel so I could study it more at home. I like the idea of running thru checklist items.
I have to say, getting my twin rating prep with Chester was a real fun. He is the most professional, knowlegable and patient instructor (Well, Talbot is right up there) I have dealt with. Flying the 310 on one engine is intimidating but prepared me to fly my Shrike at ease. I fly with him any day! Thanks for making me a better pilot.
Ground flying the airplane is an awesome way to go. When I was getting my PPL sometimes I would sit in there and visualize the whole flight, all the maneuvers, radio calls etc. Saves you time and money!
That brought back memories! Thanks. I grew up on the airport Bartlesville OK. My Dad was an instructor and corp pilot for Cities Service. Well my favorite show was Skyking. This was about 1965 or so. Then one day I was told there was room in the back seat of the 310 while he checked someone out on instrument flying. WOW. Well, I puked. I have been in planes 172 twin beech, all sorts. But I puked on my favorite plane, back seat.
Man. this brings back memories to twin training. One thing I really don't miss is the swinging feeling of the asymmetric thrust. Also the wawawawa loudness
At least your CFI gave you a heads-up before he cut one engine - mine did not. He will just yank the lever randomly and say "Simulated engine fail, what's your next move?" Or he will just cover one of the instruments and say "your Attitude Indicator just took a shit, you have one dead engine and you're in the clouds, what's next?" A hardass instructor, but I was thankful he was.
Great video! I flew that very same Cessna 310 also with Chester at Mach 5 to build up my hours so I could qualify for insurance on our 310. It was kind of neat to see someone you've been watching on UA-cam for a couple of years fly the very same airplane that I did. Your suggestion to sit in an expensive plane before you rent it is a very cost effective way to learning where everything is in the cockpit and how to go through flows quickly. This is especially true when you don't have the pressure of the engines converting money into noise. The performance of a Cessna 310 is pretty good as long as you follow the "single engine drill." Good job on your simulated single engine landing.
Even though I have no desire to get a multi rating, I sure do enjoy learning some of the nuances of flying a twin. I always say any day you learn something new is a good day!
This is extraordinarily useful! I just got my PPL, had an interstate move and I'm using the training for complex and high power endorsements as a way to familiarize myself with new (much more complex) airspace. I'm upgrading from a warrior to a six which is a lot of airplane for me (and a lot more expensive!). Dry time is definitely helpful for getting started.
Dry seat time...that seems so obvious now, and yet I never thought of that before upgrading to the 182 last year. I'll be doing that for new planes in the future, thanks for the tip! Brilliant!
Pretty wild, the POH you pulled up is the aircraft I did my Multi Engine class rating in. Love flying the 310 landings are always a lot of fun. Great video!
started my twin time at KTOA - southwest skyways in the mid 80s...they had a Aztec..a new C303 Crusader ..(also had access to a baron ) and a 1980 T310R....my instructor said if i learned to fly the 310 by the numbers I could fly anything else...i took his advice you learn to fly the 310 by the numbers..stay sharp and proficient and it's a delight to fly
Me too! I was surprised the first time I flew there ... LOTS going on. Great airport / great people. AWESOME! Use this technique and you'll save big $$
This is a brilliant idea and it literally applies to anything in life, although I did alright in school, it's taken me 15 years after leaving to mature enough to realise that practice does make perfect. Repeat rest repeat, never try to cram, as you will forget it and that time you wasted cramming additional knowledge is time you could have taken mastering the knowledge you have. What I've writen is my own matra of learning, not what others should do. As someone who had flying lessons aged 12-16 and was playing msfs 98 since I was 10 years old, I don't think any PC sim should be used to cut corners either. I'm sure most pilots don't even bother with them. But new pilots inspired by sims who have the money to spend on real flying lessons should be briefed properly on what VFR flying is! Thanks for your videos man. Sorry I went of on a few tangents there.
He does the same thing I do teaching multi. as i'm talking I will always call out 3 green on short final. All of my students and myself check gear 3 times before landing never just once. Very Cool video, different from the others with the single engines videos!
Chester is great, no doubt! If you want access to a rented C320 at KAUN, I can help with that. A little bigger, faster, higher, more load than 310. Better single engine performer. I just bought a 320 that I haven't taken delivery of yet. It's still AOG in Torrance getting new engines. I'm excited to get her up here to her new home. I'll be based at KLVK, but you'll see her on the ramp at KAUN a bunch as I continue IFR proficiency work with my CFII in Auburn.
Very good! Now if that was a 310 Turbo, your Emergency Landing Sequence would be very different. (That's just for Pilots that are thinking of getting into a Twin Turboprop Aircraft.) But for a Twin Piston & Prop Job, you did everything just right! It's a challenge to fly ANY Twin with an Engine Failure, but ALL Pilots should be "Typed" by an Experienced CFI anytime they get into the Left Seat of a New Aircraft! Reading The POH & sitting & doing "Dry Time" is a Tremendously Good Idea! That gives you insight into what you can expect from your Aircraft before you ever take your Twin up! Also, Running The Checklists are a crucial part of getting to know your New Aircraft! I've got 20-plus more years of flying time, (Over 40 Years,) & I'm Commercial Air Carrier Rated. I'm retired from flying DC-9'S/MD-80'S, & 737'S. I Own a Citation III & Cessna 172 that I fly around for pleasure & I'll occasionally fly Charter Flights in my Citation. With the Airlines, I got in The Habit of ALWAYS using my Checklists, & I still do to this day, no matter how redundant it seems. It's a Good Habit!!! The only Aircraft that I own that I don't have an Industry Checklist for is My Hang Glider, & I made up my own after attending a Preflight Ground Class. My favorite Hang Glider Flying Friend is a Retired F-18 Pilot. He liked my Checklist Idea so much that He made a Copy for Himself! It doesn't matter how many flight hours that you have or years that you have been flying, always get "Typed" in every new Bird that you sit down in, just like this 20 year Single Engine CFI did! I Typed my Late Cousin-In-Law, Judith Reznik, The NASA Astronaut, in My Citation, Just About A Month Before "The Challenger" Mishap. Even NASA Astronauts/Flight Engineers looking to Pilot future Shuttle Missions need to be Typed in Every Aircraft they fly! The life you save by doing this will definitely be your own, & whoever is On Board with you & whoever might be beneath you if you're caught off guard in an Emergency! Thanks for posting this video to show that EVERYONE needs to be Typed & NO ONE is Too Experienced to Learn Something New! There are too many G.A. Airplanes going down & killing Our Brother & Sister Aviators!!!!
Love the videos. This was a great example of what I can expect in the future, but for now, I'm a student pilot and all the lesson videos are great as I like having things explained in more than one way. Thanks for the content!!!
I always get nervous when I get checked out for a new plane I never flew before... So I always do my homework and study and chair fly but I still get nervous but always seems to be good for my check out flights. Thanks for all your great help with my flying career I only fly GA airplanes
I love flying 310RR. She's a beast! He should've pulled number 2 engine. Left turn with number 1 at full power is a hand full. Lots of rudder to keep the ball somewhat centered or you'll be in a huge sideslip... kills the performance.
If you're at like 300+ft AGL when you lose an engine, and if the POH says you can climb on 1 engine given your current weight & density altitude, should you consider cleaning-up the plane, feathering the dead engine, and just going around? Setup for a long straight climb, get a bunch of altitude, come back around slowly with shallow turns above Vyse, and then make a high approach that requires little power to maintain glidepath on 1 engine with gear & flaps out? Maybe consider landing with partial-to-no-flaps?
If you’re that low when the engine fails you should prioritize getting on the grouns asap even after cleaning the airplane a bit on the flaps. At least that’s what I’ve been taught on my MEP.. That given you can make it safely ofc. Also on 1engine approach I believe it’s better to go a bit faster with less flaps out rather than making a steep one and waiting out with the gear until landing is assured.
Man, that's a lot. Great video and I think doing some twin engine training would be good experience for everyone. But if I'm flying my family around I'd take one engine and a parachute over two engines and a high likelihood of me being the probable cause of the crash. As it stands I can't afford two engines or a parachute, so like most owners I'm counting on having somewhere nearby to set down "gently".
Hi Jason!! I'm currently in training to get my commercial multi in the 310, but I'm having a hard time getting a good sight picture for landing. I was wondering if you had any sight picture that I could try out when I go out to fly next time?
May I ask then…is there a SAFETY advantage to a twin over a single? Can’t stay aloft on one engine. And if you lose an engine, it’s difficult to control.
I would make the argument that the answer to your question is that it depends on the performance of the particular twin engine airplane, the engine out proficiency of the pilot, and the type of flying being done. A high-performance twin in the hands of a capable and proficient pilot is safer in most flight conditions than a single. However, there is a short window of time on each flight when a twin is inherently more dangerous than a single - that being the time from rotation to about 400' AGL. If you lose an engine during that short phase, then the pilot's proficiency (really, muscle memory) at engine-out procedures, and the airplane's performance will be the determining factors in the outcome... in that order. In most other phases of flight, the twin has to be considered safer - especially when doing any kind of higher-risk flying. Night flying, mountain flying, IFR... if you lose an engine... you shut it down and keep going for awhile until you can find a place to land. That's a luxury not afforded to an airplane with only one engine. I don't think it would be controversial to say that the vast majority of engine-out accidents of multi-engine airplanes are due primarily to lack of pilot proficiency with engine-out procedures. Anybody who is going to take on the responsibility of flying a twin engine airplane with wing-mounted engines needs to commit to continually TRAIN TRAIN TRAIN TRAIN (with a qualified CFI like Jason)... because you never know when it will happen to you. My $0.02.
I own and fly a 73’ 310Q with 300hp engines ( Colemill). I’m by no means an expert, but I believe the additional safety advantage of twins only comes with proficiency and training. If you regularly fly a twin, and stay proficient with emergency procedures, single engine flight, and know your aircraft’s performance limitations, twins have a great advantage over singles. Faster, more payload, better climb performance, redundant systems, and when combined with the afore mentioned proficiency, options if you do have engine trouble. Really, the same is true with all aircraft, fly often and stay proficient.
New to the twin game...does the POH specify a bank into the good engine in the C310R? Wonder best how to nurse it around the pattern if an engine was lost after rotation. Great advice to go sit in the airplane and learn what you can on the ground with the engine off and the money counter at idle ;-)
In all multi engine airplanes with one engine out you want to establish a zero side slip condition. So when flying straight and level it is a small bank into the good engine. However, when banking away from the good engine it’s just a shallow bank with a lot of rudder on the good engine side. Dry time was definitely key in this check out process!
Can I point out that turning into the dead engine is much more dangerous than turning out of it? Not to say one shouldn't turn into their dead engine but watching the bank angle because without decent airspeed there won't be a lot of pressure on the lower dead wing to level off.
@@TheFinerPoints didn’t want to come off the wrong way there. I’m still a student in getting my private let alone multi. But I like to stay ahead of the school in my own training. Fortunately the information is there for anyone that wishes to learn it. I appreciate all that you do. Along with all the other UA-camrs in the community. I was actually surprised you didn’t mention this aspect. Maybe you can do a video on this. I know text can come off wrong sometimes. I wasn’t in anyway trying to act like a know it all or anything or try to call you out. I learn from you. But I did feel it was a good point to bring up especially in this video you demonstrated a turn into the dead engine. But it wasn’t dead lol and if the wing started to stall you could add power. This must be exciting but a lot to take in. I plan to go for my multi some day. I would love to own a 310 down the line. Thanks for sharing that experience. Really what caught me was stomping on the rudder lol. Like me learning to take off. Instructor: your controls…plane almost off the left side of runway. I felt like I was stomping on the rudder to keep it center.
@@gtm624it really isn’t a big deal if you maintain adequate margin above Vmc. I’ve got 4 type ratings and about 2,000 hours of ME time, about 500 as a multi-engine instructor. None of the type rating courses have had anything to say about not turning into the dead engine and I always made it a point to teach my students that the airplane doesn’t fall out of the sky just because you’re turning into the dead engine.
Really enjoyed watching this but I was sweating bullets the whole time. A good friend of mine was a flight instructor about 10 years ago with oodles of time and a twin checking out a guy and a twin he had just bought.older. The flight path went right over the top of my office. I watch most of the morning just doing regular flying and then they started doing engine out procedures. Shortly after that I heard the sound of ambulances and firetrucks. We’re not quite sure what happened but we believe that they pulled back one engine at low altitude and then feather the good engine accidentally. They never did recover and pancaked into an onion Field. Neither one of them went home. So when you were doing the demonstration I was sweating for you. Good job
Is the 310 your dream plane, on your short list list, or is this just for giggles. It’s hard to decide what to get bc everyone has different opinions and weighs pros/cons differently. Sorting through it all is maddening
Really makes you think about safety huh. With two engines the chance of a single engine going out is twice as high, and if that means you're going down while having to worry about asymmetric thrust... maybe you'd rather want to be in a single engine aircraft with no thrust at all.
Isn't a turn toward the dead engine less controllable than banking toward the live engine? If you have a left engine failure should you fly a right hand pattern back to the airport if possible?
I'm not an expert but I'd say the natural tendency of the plane will be to bank opposite to working engine. So, by applying less correction than what it needs to be horizontal, it'll bank on its own. See the yoke being turned right while the plane keeps on banking left. That's my take on the matter.
@@marcelob.5300 I think we are seeing the same thing, but that tendency to bank away from the working engine could lead to an uncontrollable roll unless you caught the bank early and you don't let your air speed fall below the controllable minimum.
Marcelo B, is correct. To turn into the dead engine all you do is release a little pressure on the rudder of the good engine and it will turn. The key to keeping the light twin under control with only one engine working is maintaining blue line (Vy single engine) at all times. Thus turning into the dead engine can be done as long as blue line is maintained. However, if you have a choice it's best to turn into the good engine as turning into the dead requires more precision and attention.
Not true. The most common issues with 310s and all twin Cessnas are issues with the electro-mechanical landing gear. If you removed the gear-up landings from the accident statistics, the 310 would statistically be the safest general aviation airplane on the market.
Yep, Chester’s got a good demo there. I use flaps 15 for landing. If I need flaps 30 for landing distance, I roll em on short final after landing assured. Good job saving money being prepared. Memorize the fuel system and the air speeds. Gotta get me some of them seat covers…;-). N1886H 1959 C310C.
Lirio!!!
You know you’ve got a good channel when Blancolirio not only watches but makes a positive comment.
Great video! Chester seems like the ultimate instructor - super knowledgeable, calm, clear and friendly!!!
EVERY new plane I've flown in I sat in it first, spent time looking at where everything is, even took pics of the panel so I could study it more at home. I like the idea of running thru checklist items.
That guy is a good instructor, very calming. Nice job thanks for posting.
Chester sounds like the one everyone needs. He talks thru all instructions.
Multi-engine has so far been my absolute favorite training thus-far. Even moreso than my CFI training.
I have to say, getting my twin rating prep with Chester was a real fun. He is the most professional, knowlegable and patient instructor (Well, Talbot is right up there) I have dealt with. Flying the 310 on one engine is intimidating but prepared me to fly my Shrike at ease. I fly with him any day! Thanks for making me a better pilot.
Ground flying the airplane is an awesome way to go. When I was getting my PPL sometimes I would sit in there and visualize the whole flight, all the maneuvers, radio calls etc. Saves you time and money!
Multi was my favorite part of training.
That brought back memories! Thanks. I grew up on the airport Bartlesville OK. My Dad was an instructor and corp pilot for Cities Service. Well my favorite show was Skyking. This was about 1965 or so. Then one day I was told there was room in the back seat of the 310 while he checked someone out on instrument flying. WOW. Well, I puked. I have been in planes 172 twin beech, all sorts. But I puked on my favorite plane, back seat.
Man. this brings back memories to twin training. One thing I really don't miss is the swinging feeling of the asymmetric thrust. Also the wawawawa loudness
You finally got to meet up with Chester! He’s such a great flight instructor. Always a pleasure flying with him.
It's a trick to control a twin on one engine for sure. Great job Jason. I always learn or am reminded of something when I watch your videos. Thanks.
At least your CFI gave you a heads-up before he cut one engine - mine did not. He will just yank the lever randomly and say "Simulated engine fail, what's your next move?" Or he will just cover one of the instruments and say "your Attitude Indicator just took a shit, you have one dead engine and you're in the clouds, what's next?"
A hardass instructor, but I was thankful he was.
Great video! I flew that very same Cessna 310 also with Chester at Mach 5 to build up my hours so I could qualify for insurance on our 310. It was kind of neat to see someone you've been watching on UA-cam for a couple of years fly the very same airplane that I did. Your suggestion to sit in an expensive plane before you rent it is a very cost effective way to learning where everything is in the cockpit and how to go through flows quickly. This is especially true when you don't have the pressure of the engines converting money into noise. The performance of a Cessna 310 is pretty good as long as you follow the "single engine drill." Good job on your simulated single engine landing.
Even though I have no desire to get a multi rating, I sure do enjoy learning some of the nuances of flying a twin.
I always say any day you learn something new is a good day!
Hey, don't cut yourself short Ron! What's another rating on your ticket? It's just money after a certain point.
This is extraordinarily useful! I just got my PPL, had an interstate move and I'm using the training for complex and high power endorsements as a way to familiarize myself with new (much more complex) airspace. I'm upgrading from a warrior to a six which is a lot of airplane for me (and a lot more expensive!). Dry time is definitely helpful for getting started.
Hey my instructor, Chester! Love that man!
Dry seat time...that seems so obvious now, and yet I never thought of that before upgrading to the 182 last year. I'll be doing that for new planes in the future, thanks for the tip! Brilliant!
It makes a HUGE difference
Nice to see Jason in the hot seat for once!!
Pretty wild, the POH you pulled up is the aircraft I did my Multi Engine class rating in. Love flying the 310 landings are always a lot of fun. Great video!
Chester is definitely worth every penny. Ciao, Marco.
Pretty decent landings esp on the single engine
started my twin time at KTOA - southwest skyways in the mid 80s...they had a Aztec..a new C303 Crusader ..(also had access to a baron ) and a 1980 T310R....my instructor said if i learned to fly the 310 by the numbers I could fly anything else...i took his advice
you learn to fly the 310 by the numbers..stay sharp and proficient and it's a delight to fly
I have to ask, have you taken the “3:10 To Yuma”? You got to now!
Love Lincoln airport, great fuel prices and friendly folks.
Getting ready to fly a different plane, great video
Me too! I was surprised the first time I flew there ... LOTS going on. Great airport / great people. AWESOME! Use this technique and you'll save big $$
Demo-ing is good, real world bring flaps up as necessary after adding power b4 you get behind power curve
This is a brilliant idea and it literally applies to anything in life, although I did alright in school, it's taken me 15 years after leaving to mature enough to realise that practice does make perfect. Repeat rest repeat, never try to cram, as you will forget it and that time you wasted cramming additional knowledge is time you could have taken mastering the knowledge you have. What I've writen is my own matra of learning, not what others should do. As someone who had flying lessons aged 12-16 and was playing msfs 98 since I was 10 years old, I don't think any PC sim should be used to cut corners either. I'm sure most pilots don't even bother with them. But new pilots inspired by sims who have the money to spend on real flying lessons should be briefed properly on what VFR flying is! Thanks for your videos man. Sorry I went of on a few tangents there.
flew with chester a few months ago doing an Archer checkout. he’s a fantastic CFI! so cool to see him on youtube!
He does the same thing I do teaching multi. as i'm talking I will always call out 3 green on short final. All of my students and myself check gear 3 times before landing never just once. Very Cool video, different from the others with the single engines videos!
Jason its really cool to see you take some training! I hope one day to see you at my home field at KRIU
Great video! Good points on checking out in a new airframe. No flying video would be complete without a Cirrus on a 10 mile straight in lol
I love the 310!! Be save, flight save!!
The FI was very good imo, calm and helpful
Cool to see you in my stomping grounds. I have done quite a bit of training at Mach 5, and keep my Cherokee 180 at Lincoln. Romeo Romeo is a beast!
Chester is great, no doubt! If you want access to a rented C320 at KAUN, I can help with that. A little bigger, faster, higher, more load than 310. Better single engine performer. I just bought a 320 that I haven't taken delivery of yet. It's still AOG in Torrance getting new engines. I'm excited to get her up here to her new home. I'll be based at KLVK, but you'll see her on the ramp at KAUN a bunch as I continue IFR proficiency work with my CFII in Auburn.
Yes! Let’s talk. 🙏🏻Jason@learnthefinerpoints.com
Very good! Now if that was a 310 Turbo, your Emergency Landing Sequence would be very different. (That's just for Pilots that are thinking of getting into a Twin Turboprop Aircraft.) But for a Twin Piston & Prop Job, you did everything just right!
It's a challenge to fly ANY Twin with an Engine Failure, but ALL Pilots should be "Typed" by an Experienced CFI anytime they get into the Left Seat of a New Aircraft!
Reading The POH & sitting & doing "Dry Time" is a Tremendously Good Idea!
That gives you insight into what you can expect from your Aircraft before you ever take your Twin up! Also, Running The Checklists are a crucial part of getting to know your New Aircraft!
I've got 20-plus more years of flying time, (Over 40 Years,) & I'm Commercial Air Carrier Rated. I'm retired from flying DC-9'S/MD-80'S, & 737'S. I Own a Citation III & Cessna 172 that I fly around for pleasure & I'll occasionally fly Charter Flights in my Citation.
With the Airlines, I got in The Habit of ALWAYS using my Checklists, & I still do to this day, no matter how redundant it seems. It's a Good Habit!!!
The only Aircraft that I own that I don't have an Industry Checklist for is My Hang Glider, & I made up my own after attending a Preflight Ground Class.
My favorite Hang Glider Flying Friend is a Retired F-18 Pilot. He liked my Checklist Idea so much that He made a Copy for Himself!
It doesn't matter how many flight hours that you have or years that you have been flying, always get "Typed" in every new Bird that you sit down in, just like this 20 year Single Engine CFI did!
I Typed my Late Cousin-In-Law, Judith Reznik, The NASA Astronaut, in My Citation, Just About A Month Before "The Challenger" Mishap. Even NASA Astronauts/Flight Engineers looking to Pilot future Shuttle Missions need to be Typed in Every Aircraft they fly!
The life you save by doing this will definitely be your own, & whoever is On Board with you & whoever might be beneath you if you're caught off guard in an Emergency!
Thanks for posting this video to show that EVERYONE needs to be Typed & NO ONE is Too Experienced to Learn Something New! There are too many G.A. Airplanes going down & killing Our Brother & Sister Aviators!!!!
310s are great airplanes.
Love the videos. This was a great example of what I can expect in the future, but for now, I'm a student pilot and all the lesson videos are great as I like having things explained in more than one way. Thanks for the content!!!
I always get nervous when I get checked out for a new plane I never flew before... So I always do my homework and study and chair fly but I still get nervous but always seems to be good for my check out flights. Thanks for all your great help with my flying career I only fly GA airplanes
Great advice about being checked out in a new airplane. Thanks.
4:25 That frase makes everyone take it serious. Very important to say that old saying to the student 🙂
I got my Multi Engine rating in the 79 C310R .... a really nice plane.
I love flying 310RR. She's a beast! He should've pulled number 2 engine. Left turn with number 1 at full power is a hand full. Lots of rudder to keep the ball somewhat centered or you'll be in a huge sideslip... kills the performance.
No point in doing things the “easy way” during training.
Great video. Before dry time in the airplane I photograph the panels of a new airplane for study away. 310 is awesome twin.
🙏🏻 We’ve been loving it 🙌
The 310 has always been a hot rod. Coming in on one, sure didn’t give you much time to even breathe. Great job!
Thanks! 🙌
If you're at like 300+ft AGL when you lose an engine, and if the POH says you can climb on 1 engine given your current weight & density altitude, should you consider cleaning-up the plane, feathering the dead engine, and just going around? Setup for a long straight climb, get a bunch of altitude, come back around slowly with shallow turns above Vyse, and then make a high approach that requires little power to maintain glidepath on 1 engine with gear & flaps out? Maybe consider landing with partial-to-no-flaps?
If you’re that low when the engine fails you should prioritize getting on the grouns asap even after cleaning the airplane a bit on the flaps. At least that’s what I’ve been taught on my MEP.. That given you can make it safely ofc. Also on 1engine approach I believe it’s better to go a bit faster with less flaps out rather than making a steep one and waiting out with the gear until landing is assured.
Just land, don’t make the situation worse.
super cool vid. I know this fbo.
This is like gold. 😀
Man, that's a lot. Great video and I think doing some twin engine training would be good experience for everyone.
But if I'm flying my family around I'd take one engine and a parachute over two engines and a high likelihood of me being the probable cause of the crash. As it stands I can't afford two engines or a parachute, so like most owners I'm counting on having somewhere nearby to set down "gently".
Great advice! Looks like a blast.
OMG - so much fun!
Your single engine landing in a twin engine plane is better than my single engine landing in a single engine plane. Good info!
Haha, thanks!
Awesome and good job Jason!
🙏🏻🙏🏻🙌
At least the second engine will give you some extra time to find a suitable place too land.
Great tips which i would hearedlg endorse.
Know your aircraft before you fly it.👌
Thanks Jason.
Patreon sub coming up.
Didjya make hangar flyin noises? Rrrrrrrrrrrrrrrvroom! Rrrrrrrrrrrrrrrrrrvroom! Pilot to Tower, Pilot to Tower, come in Tower!
Haha … maybe 🤷♂️😜
İ have 310 r milviz ,if power cut thereshold, you have hard landing ,not power off landing twine engine
Another great informative video
🙏🏻🙌
Excellent video Jason!! Is this going to be your next airplane?
Thanks! … maybe 🤔
Get an aerostar 700…. They climb great with only one engine operating.
They’re also great at draining your bank account!
I fly a cessna 150. I wonder on initial climeout at 400ft and engine out , how's it fly ? I guess not good ? 😊
Some good stuff but too much selfie stick
Look to buy a 337
Hi Jason!! I'm currently in training to get my commercial multi in the 310, but I'm having a hard time getting a good sight picture for landing. I was wondering if you had any sight picture that I could try out when I go out to fly next time?
May I ask then…is there a SAFETY advantage to a twin over a single? Can’t stay aloft on one engine. And if you lose an engine, it’s difficult to control.
Not statistically. It gets you more bags, a more comfortable ride, and faster speeds.
I would make the argument that the answer to your question is that it depends on the performance of the particular twin engine airplane, the engine out proficiency of the pilot, and the type of flying being done. A high-performance twin in the hands of a capable and proficient pilot is safer in most flight conditions than a single. However, there is a short window of time on each flight when a twin is inherently more dangerous than a single - that being the time from rotation to about 400' AGL. If you lose an engine during that short phase, then the pilot's proficiency (really, muscle memory) at engine-out procedures, and the airplane's performance will be the determining factors in the outcome... in that order. In most other phases of flight, the twin has to be considered safer - especially when doing any kind of higher-risk flying. Night flying, mountain flying, IFR... if you lose an engine... you shut it down and keep going for awhile until you can find a place to land. That's a luxury not afforded to an airplane with only one engine. I don't think it would be controversial to say that the vast majority of engine-out accidents of multi-engine airplanes are due primarily to lack of pilot proficiency with engine-out procedures. Anybody who is going to take on the responsibility of flying a twin engine airplane with wing-mounted engines needs to commit to continually TRAIN TRAIN TRAIN TRAIN (with a qualified CFI like Jason)... because you never know when it will happen to you. My $0.02.
I own and fly a 73’ 310Q with 300hp engines ( Colemill). I’m by no means an expert, but I believe the additional safety advantage of twins only comes with proficiency and training. If you regularly fly a twin, and stay proficient with emergency procedures, single engine flight, and know your aircraft’s performance limitations, twins have a great advantage over singles. Faster, more payload, better climb performance, redundant systems, and when combined with the afore mentioned proficiency, options if you do have engine trouble. Really, the same is true with all aircraft, fly often and stay proficient.
New to the twin game...does the POH specify a bank into the good engine in the C310R? Wonder best how to nurse it around the pattern if an engine was lost after rotation. Great advice to go sit in the airplane and learn what you can on the ground with the engine off and the money counter at idle ;-)
In all multi engine airplanes with one engine out you want to establish a zero side slip condition. So when flying straight and level it is a small bank into the good engine. However, when banking away from the good engine it’s just a shallow bank with a lot of rudder on the good engine side. Dry time was definitely key in this check out process!
Since it's Halloween, just remember to 'Raise the dead (engine)'...
Can I point out that turning into the dead engine is much more dangerous than turning out of it? Not to say one shouldn't turn into their dead engine but watching the bank angle because without decent airspeed there won't be a lot of pressure on the lower dead wing to level off.
Yes please! I probably should have mentioned it
@@TheFinerPoints didn’t want to come off the wrong way there. I’m still a student in getting my private let alone multi. But I like to stay ahead of the school in my own training. Fortunately the information is there for anyone that wishes to learn it. I appreciate all that you do. Along with all the other UA-camrs in the community.
I was actually surprised you didn’t mention this aspect. Maybe you can do a video on this. I know text can come off wrong sometimes. I wasn’t in anyway trying to act like a know it all or anything or try to call you out. I learn from you. But I did feel it was a good point to bring up especially in this video you demonstrated a turn into the dead engine. But it wasn’t dead lol and if the wing started to stall you could add power.
This must be exciting but a lot to take in. I plan to go for my multi some day. I would love to own a 310 down the line. Thanks for sharing that experience. Really what caught me was stomping on the rudder lol. Like me learning to take off. Instructor: your controls…plane almost off the left side of runway. I felt like I was stomping on the rudder to keep it center.
@@gtm624it really isn’t a big deal if you maintain adequate margin above Vmc. I’ve got 4 type ratings and about 2,000 hours of ME time, about 500 as a multi-engine instructor. None of the type rating courses have had anything to say about not turning into the dead engine and I always made it a point to teach my students that the airplane doesn’t fall out of the sky just because you’re turning into the dead engine.
Really enjoyed watching this but I was sweating bullets the whole time. A good friend of mine was a flight instructor about 10 years ago with oodles of time and a twin checking out a guy and a twin he had just bought.older. The flight path went right over the top of my office. I watch most of the morning just doing regular flying and then they started doing engine out procedures. Shortly after that I heard the sound of ambulances and firetrucks. We’re not quite sure what happened but we believe that they pulled back one engine at low altitude and then feather the good engine accidentally. They never did recover and pancaked into an onion Field. Neither one of them went home. So when you were doing the demonstration I was sweating for you. Good job
😞sorry to hear that. I know that’s an all too common mistake
Is the 310 your dream plane, on your short list list, or is this just for giggles. It’s hard to decide what to get bc everyone has different opinions and weighs pros/cons differently. Sorting through it all is maddening
It’s on a short list for sure. The experience has been great, the family loved it. I’m really afraid of the operating costs and investigating that now
Arguably your not 'in' the pattern if you can't make the runway with single engine out. You think that's true?
Really makes you think about safety huh. With two engines the chance of a single engine going out is twice as high, and if that means you're going down while having to worry about asymmetric thrust... maybe you'd rather want to be in a single engine aircraft with no thrust at all.
Isn't a turn toward the dead engine less controllable than banking toward the live engine? If you have a left engine failure should you fly a right hand pattern back to the airport if possible?
I'm not an expert but I'd say the natural tendency of the plane will be to bank opposite to working engine. So, by applying less correction than what it needs to be horizontal, it'll bank on its own. See the yoke being turned right while the plane keeps on banking left. That's my take on the matter.
@@marcelob.5300 I think we are seeing the same thing, but that tendency to bank away from the working engine could lead to an uncontrollable roll unless you caught the bank early and you don't let your air speed fall below the controllable minimum.
Marcelo B, is correct. To turn into the dead engine all you do is release a little pressure on the rudder of the good engine and it will turn. The key to keeping the light twin under control with only one engine working is maintaining blue line (Vy single engine) at all times. Thus turning into the dead engine can be done as long as blue line is maintained. However, if you have a choice it's best to turn into the good engine as turning into the dead requires more precision and attention.
As long as you aren’t flirting with Vmc, it’s not an issue.
Of COURSE the Cirrus pilot, 10 miles out on an instrument approach on a clear day is claiming a straight-in for himself. 😒
That guy on the RNAV 33 was annoying
Cessna 310, commonly known as the death bird. Seems like the most frequent aircraft that shows up in twin engine accidents
Not true. The most common issues with 310s and all twin Cessnas are issues with the electro-mechanical landing gear. If you removed the gear-up landings from the accident statistics, the 310 would statistically be the safest general aviation airplane on the market.
I could see head tremors on the gentleman sitting next to you. Is he developing Parkinson's?