Multi Engine reading
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G'Day Jay
One book I found good when starting on the twins was,
Multi Engine Piston
Trevor Thom
The Aviation Theory Centre
It covers lots of info, theory, application, some good pictures, etc. It should be easy to find.
Bulla
One book I found good when starting on the twins was,
Multi Engine Piston
Trevor Thom
The Aviation Theory Centre
It covers lots of info, theory, application, some good pictures, etc. It should be easy to find.
Bulla
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Multi Engine Reading
Two things I read, both of them available for free on the internet:
The Airplane Flying Handbook (look at the index to see which section is applicable to multengine stuff Airplane Flying Handbook
and the CASA CAAP 5.23-2 (0) on Multiengine endorsements from this page Civil Aviation Advisory Publications - CAAPs
Cheers
RR
The Airplane Flying Handbook (look at the index to see which section is applicable to multengine stuff Airplane Flying Handbook
and the CASA CAAP 5.23-2 (0) on Multiengine endorsements from this page Civil Aviation Advisory Publications - CAAPs
Cheers
RR
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Flying High Performance Singles and Twins by John C Eckalbar.
John Eckalbar is one of the original ground and flight instructors in the American Bonanza Society's, Bonanza and Baron Pilot Proficiency Program. He is also a professor in the Californian State University system and has published many articles on mathematics for economists and been the principal investigator on a National Science Foundation research project on dynamics and stability. (Lifted from his back cover bio.)
The 400 page hard cover book is highly recommended by John Deakin, Pelicans Perch Avweb contributor.
This book will take you from the rudimentary basics through to an advanced level of knowledge way beyond what you would typically find in Australian pilot shops, twin training manual theory literature.
By the end of the book you will be able to easily understand how to calculate ASDR without published POH data, the real correct actions in EFATO and why. Dispel a myth or three along the way, like why carrying 5 degrees of bank toward the live is incorrect and how to calculate the correct angle for your particular type.
A great read, and for any professional light/medium twin driver a book that should be the centre piece on your shelf.
Can be sourced through Amazon books on the web.
John Eckalbar is one of the original ground and flight instructors in the American Bonanza Society's, Bonanza and Baron Pilot Proficiency Program. He is also a professor in the Californian State University system and has published many articles on mathematics for economists and been the principal investigator on a National Science Foundation research project on dynamics and stability. (Lifted from his back cover bio.)
The 400 page hard cover book is highly recommended by John Deakin, Pelicans Perch Avweb contributor.
This book will take you from the rudimentary basics through to an advanced level of knowledge way beyond what you would typically find in Australian pilot shops, twin training manual theory literature.
By the end of the book you will be able to easily understand how to calculate ASDR without published POH data, the real correct actions in EFATO and why. Dispel a myth or three along the way, like why carrying 5 degrees of bank toward the live is incorrect and how to calculate the correct angle for your particular type.
A great read, and for any professional light/medium twin driver a book that should be the centre piece on your shelf.
Can be sourced through Amazon books on the web.
I had this book (by an Australian author) recommended to me many years ago.... Chesty's book
Very good reading.
Regards,
OpsN.
Very good reading.
Regards,
OpsN.
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'By the end of the book you will be able to easily understand how to calculate ASDR without published POH data, the real correct actions in EFATO and why. Dispel a myth or three along the way, like why carrying 5 degrees of bank toward the live is incorrect and how to calculate the correct angle for your particular type.' 
I've had two checks in the last year from two different schools, and both Instructors (a grade1 and a CFI) gave me the 5 degrees of bank towards the live story, and also the CFI who did my initial twin.
What does Eckalbar say about this?? I'd appreciate any help on this, as I have a BFR next week and would really like to discuss this with the CFI.
Off to buy the book...
P.S. Jeppesen also has a Multi Engine book. Jeppesen - Jeppesen Multi Engine Manual JS314540
I've had two checks in the last year from two different schools, and both Instructors (a grade1 and a CFI) gave me the 5 degrees of bank towards the live story, and also the CFI who did my initial twin.
What does Eckalbar say about this?? I'd appreciate any help on this, as I have a BFR next week and would really like to discuss this with the CFI.
Off to buy the book...
P.S. Jeppesen also has a Multi Engine book. Jeppesen - Jeppesen Multi Engine Manual JS314540
5 deg bank is a certification limit available to be used to determine Vmc. It's not a performance related specification. AoB can be used in lieu of or, more importantly, in addition to rudder to counter yaw - effectively reducing Vmc. Because up to 5 deg AoB is allowable under the certification rules available then all manufacturers of which I'm aware use it to minimise the certification value for Vmc.
Best performance will occur when there is zero sideslip. If you use rudder exclusively (ie no Aob) to counter asymmetric yaw then there will be sideslip. If you use AoB exclusively (ie no rudder) to counter asymmetric yaw then there will also be sideslip but from the opposite direction. Somewhere between those two extremes is a zero sideslip condition. As it happens, the crossover point ie zero sideslip occurs at ~2-3 deg AoB.
So, in the world of desperation : If you need more control authority to control asymmetric yaw and reducing power/pitching down isn't an option for some reason you could use more AoB that the 5 deg limit.
If you need every last last ft/min you can wring from the a/c then fly at ~2-3 deg AoB.
If both control & performance are acceptable then fly at 0 deg AoB. It's a bit more comfortable & performance is about the same as at 5 deg and you have a nice big 0 deg roll index to point at. So why bother at 5 deg? You have an examiner on board, of course!
Best performance will occur when there is zero sideslip. If you use rudder exclusively (ie no Aob) to counter asymmetric yaw then there will be sideslip. If you use AoB exclusively (ie no rudder) to counter asymmetric yaw then there will also be sideslip but from the opposite direction. Somewhere between those two extremes is a zero sideslip condition. As it happens, the crossover point ie zero sideslip occurs at ~2-3 deg AoB.
So, in the world of desperation : If you need more control authority to control asymmetric yaw and reducing power/pitching down isn't an option for some reason you could use more AoB that the 5 deg limit.
If you need every last last ft/min you can wring from the a/c then fly at ~2-3 deg AoB.
If both control & performance are acceptable then fly at 0 deg AoB. It's a bit more comfortable & performance is about the same as at 5 deg and you have a nice big 0 deg roll index to point at. So why bother at 5 deg? You have an examiner on board, of course!
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Tinstaafl sums it up very well and is an abridged version of John Ecklabars comments in his book.
The angle of bank for performance as opposed to Vmca issues is often in the order of 1.2 - 2.4 degrees for a light twin, more for more powerful machines, (B58) 2-3 degrees.
Interestingly the theory outlines that for every degree beyond optimum 30'/min ROC is sacrificed. The importance of not over cooking the angle of bank whilst targeting the correct angle is clear. I doubt many of us could guess accurately what is 2 degrees when under the pressure of an early engine failure, however knowing how important it can be might lead to a slightly better outcome.
I should add that for Vmca issues at least 5 degrees is the number to strive for and that for every degree less than 5 degrees the Vmca will rise by 3 kts this is based on data from a Cessna Conquest apparently. So anyone reading this please understand that there are two issues here, controllability and performance and different numbers for optimum on each.
The angle of bank for performance as opposed to Vmca issues is often in the order of 1.2 - 2.4 degrees for a light twin, more for more powerful machines, (B58) 2-3 degrees.
Interestingly the theory outlines that for every degree beyond optimum 30'/min ROC is sacrificed. The importance of not over cooking the angle of bank whilst targeting the correct angle is clear. I doubt many of us could guess accurately what is 2 degrees when under the pressure of an early engine failure, however knowing how important it can be might lead to a slightly better outcome.
I should add that for Vmca issues at least 5 degrees is the number to strive for and that for every degree less than 5 degrees the Vmca will rise by 3 kts this is based on data from a Cessna Conquest apparently. So anyone reading this please understand that there are two issues here, controllability and performance and different numbers for optimum on each.
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Thanks Youngmic -
If anyone is looking at purchasing this book sourced the book through Amazon but there price was rather rude $163.00usd.
Brought it direct from the authors website $40usd
If anyone is looking at purchasing this book sourced the book through Amazon but there price was rather rude $163.00usd.
Brought it direct from the authors website $40usd
Moderator
It is relevant to consider the different requirements for folks and the old principle of horses for courses.
The pilot needs the basics so that something approximating a good situation can be achieved without diverting too much cognitive effort into sideline trivia. Anything more in the knowledge banks is a good thing.
The engineer needs to know what is going on so that the story can be used to predict numbers and such.
The physicist/mathematician .. well, who knows .. but they do tend to need the comfort of detailed analyses .. which the engineer can use to do things.
Russ Evans' little book is a useful pilot read (very interesting character .. can recall, as a PPL student at RNAC, Russ and Henry doing an inappropriate, but impressive, beat up in the prototype Victa Aircruiser. As I recall from a tale from Stan, another of his tricks with the experienced instructor renewals was to make the PFLs a little more interesting by throwing the keys over into the baggage compartment ..) Fond memories of Stan, Jack, and BJ.
Is Russ still with us these days ?
The Trevor Thom series has a lot of good information .. one of the advantages of having folk who know their stuff writing books.
Several of the others I have read but the detail is forgotten. Provided that the author of your preferred document is competent all the stories should be in like vein.
That name still haunts me even after all these years.
That comment raises my eyebrows .. to what does it refer ? Haven't seen Trev for many years and not since his tumble but, in earlier days, he was a delight to work with.
5 deg bank is a certification limit
Tinny's story pretty well sums up the pilot's view of bank. It is appropriate to keep in mind
(a) for Vmca, bank is CRITICAL and the realworld Vmc can vary significantly if the bank is not well controlled. The suggestion of 3kt/deg is probably a reasonable ball park. I recall a course, years ago, wherein the figure for the B52 was quoted if the bank were applied the "wrong" way .. something like 34 kt if the memory serves me correctly ? It's worth keeping in mind that the shape of the characteristic curve is not linear .. rather more like a tan curve .. main thing to take away is that things will go pear shaped ever more quickly as the bank continues to depart from optimum .. either way.
(b) too much sideslip might introduce a risk of departure .. which could spoil one's day. Again, get it right when back near Vmca. Having said that, why do it ? Most multis don't have much performance to speak of near Vmca ... Vmca is for test and certification folk to play with.
The pilot needs the basics so that something approximating a good situation can be achieved without diverting too much cognitive effort into sideline trivia. Anything more in the knowledge banks is a good thing.
The engineer needs to know what is going on so that the story can be used to predict numbers and such.
The physicist/mathematician .. well, who knows .. but they do tend to need the comfort of detailed analyses .. which the engineer can use to do things.
Russ Evans' little book is a useful pilot read (very interesting character .. can recall, as a PPL student at RNAC, Russ and Henry doing an inappropriate, but impressive, beat up in the prototype Victa Aircruiser. As I recall from a tale from Stan, another of his tricks with the experienced instructor renewals was to make the PFLs a little more interesting by throwing the keys over into the baggage compartment ..) Fond memories of Stan, Jack, and BJ.
Is Russ still with us these days ?
The Trevor Thom series has a lot of good information .. one of the advantages of having folk who know their stuff writing books.
Several of the others I have read but the detail is forgotten. Provided that the author of your preferred document is competent all the stories should be in like vein.
That name still haunts me even after all these years.
That comment raises my eyebrows .. to what does it refer ? Haven't seen Trev for many years and not since his tumble but, in earlier days, he was a delight to work with.
5 deg bank is a certification limit
Tinny's story pretty well sums up the pilot's view of bank. It is appropriate to keep in mind
(a) for Vmca, bank is CRITICAL and the realworld Vmc can vary significantly if the bank is not well controlled. The suggestion of 3kt/deg is probably a reasonable ball park. I recall a course, years ago, wherein the figure for the B52 was quoted if the bank were applied the "wrong" way .. something like 34 kt if the memory serves me correctly ? It's worth keeping in mind that the shape of the characteristic curve is not linear .. rather more like a tan curve .. main thing to take away is that things will go pear shaped ever more quickly as the bank continues to depart from optimum .. either way.
(b) too much sideslip might introduce a risk of departure .. which could spoil one's day. Again, get it right when back near Vmca. Having said that, why do it ? Most multis don't have much performance to speak of near Vmca ... Vmca is for test and certification folk to play with.
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+1 for Russ Evans book. The book is the complete text on light twin flying. Trevor Thom has nothing on this and it is probably way cheaper. Its also just a really good read. Contact Royal Newcastle Aero club if you have a problem finding a copy as they usually sell it. $20 last time I was there.
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I wouldn't raise Russ' book to be the be-all and end-all. Certainly, there were several NQR points in the early edition as I recall .. my copy is somewhere in the archives at home .. haven't seen it in years.
An easy and useful read for pilots, certainly.
Trev's groups over the years have been a bit more in depth due to the greater technical grasp of his writers .. for instance, in the early days his met work was done by Nimbus and, in later years, he had Dave Robson, an experienced ex-RAAF TP, involved. I certainly wouldn't discount that series of books .. albeit with the caveat that I haven't read any in recent years so it is possible that my comments are a tad dated.
An easy and useful read for pilots, certainly.
Trev's groups over the years have been a bit more in depth due to the greater technical grasp of his writers .. for instance, in the early days his met work was done by Nimbus and, in later years, he had Dave Robson, an experienced ex-RAAF TP, involved. I certainly wouldn't discount that series of books .. albeit with the caveat that I haven't read any in recent years so it is possible that my comments are a tad dated.
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Haven't seen Trev for many years and not since his tumble but, in earlier days, he was a delight to work with.
He's got some interesting stories to tell, one about the Stasi was published in the local rag a year or so ago.
I learnt to fly in the late 80's and Trevor's books were the only ones' that made any sense. Haven't read his twin engine stuff but if it's like any of his other books it'll be spot on.
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a bit frail but he charms the girlfriend every time
Back in the earlier days, he was a very debonair and charming fellow. I don't recall his ever being naughty at all .. but I've no doubt that most of the girls in the cabin thought him to be a very desirable sort of chap .. at least that let the other chaps get on with the serious business of drinking on overnights rather than being distracted by the fairer lot in the back.
He was several years my senior on the list so we crewed together on the odd occasion on the 727, as I recall. An absolute gentleman along with being a good operator.
I had some involvement in the very early days of his theory training adventure so please do pass my fondest regards to him .. it should take him all of two seconds to put two and two together to figure out who I am. Like all of us, he wasn't perfect but, nonetheless, a fine chap.
in the local rag a year or so ago
I ran a search yesterday to see what might be on the net of recent vintage for him and came up with (I presume) that article. Apart from the odd wrinkle and being all grey now (as are we all), he has aged very well and looks very much like he did in the 80s .. the twinkle in the eye is still very evident.
Back in the earlier days, he was a very debonair and charming fellow. I don't recall his ever being naughty at all .. but I've no doubt that most of the girls in the cabin thought him to be a very desirable sort of chap .. at least that let the other chaps get on with the serious business of drinking on overnights rather than being distracted by the fairer lot in the back.
He was several years my senior on the list so we crewed together on the odd occasion on the 727, as I recall. An absolute gentleman along with being a good operator.
I had some involvement in the very early days of his theory training adventure so please do pass my fondest regards to him .. it should take him all of two seconds to put two and two together to figure out who I am. Like all of us, he wasn't perfect but, nonetheless, a fine chap.
in the local rag a year or so ago
I ran a search yesterday to see what might be on the net of recent vintage for him and came up with (I presume) that article. Apart from the odd wrinkle and being all grey now (as are we all), he has aged very well and looks very much like he did in the 80s .. the twinkle in the eye is still very evident.