Advice on M/E takeoff briefing
 

Just after some advice on a typical takeoff brief in a twin, committal height etc. My instructor drilled me today as mine isn't quite up to scratch.

Cheers

Tips
 

It's been a while, but from memory the most important bits are:

Take off Safety speed is XXX
If an engine fails after take off Mix UP, Pitch UP, Power UP, Gear UP, Flap UP
Dead foot = Dead engine
Confirm with full throttle movement
Feather Dead engine
Maintain Blue line speed of YYY

Then you can also add bits like:
Maximise climb with 5 degree aob and 1/2 ball deflection, what to do if VMC or IMC etc.

Guys who fly piston twins regularly can correct this.

But I've gotta say:

Since I'm guessing you weren't born knowing a good M/E take off safety brief, why hasn't your instructor given you an example one during your training?

DIVOSH!

Cheers Divosh that looks like the bulk of it :ok:

My instructor has covered the brief, first two flights and today he pulls it on me to brief. While I had the majority of it right I didn't quite have it polished. Would like one in writing to really learn it off so its like second nature.

I believe it should also include stopping on the available runway if we have not passed blue line speed (we are talking about an anemic twin here), landing on any available runway if already airborne etc.

Still any more tips will be much appreciated!

ME brief
 

You could consider prior to the drills.

"i will maintain my required heading, maintain a safe airspeed, then..........

The first and foremost on the efato list should be control the aircraft! eg fly blue line, ball centred. Forget this and won't matter a fcuk what you do with all those levers.

"On this runway under these conditions, if i have an engine failure under blue line speed of XXX i will retard the throttles and stop straight ahead. If I have a engine failure above my blue line speed of XXX with insufficient runway remaining I will maintian my current heading and then Mix Up, Pitch Up, Power Up, Gear Up, Flap up, dead leg = dead engine, confirm with full throttle movement, feather the dead engine and return to land. If we are in IMC i will climb overhead the field and conduct the relevant approach to return and land"

Mine is similar to Di Vosh's ...

Vmca is ...
Vtoss is ...
Vyse (blue line speed is ) ...
Should I have engine failure before blueline speed, maintan directional control with rudder and then close the throttle and land on remaining runway available.
Should I have an engine failure at or after blue line speed, then maintain directional control with rudder, apply mixture rich, pitch up, power up, flap up and gear up, identify dead engine with dead leg, confirm with throttle (move throttle up and down and listen for noise .. change or absence of noise means you've mis-identified the dead engine), feather the dead engine.

If in VMC, then will conduct a visual circuit and land. If in IMC, then I will climb to MSA and conduct the instrument approach procedure for the departure aerodrome...

.. well, that's the gist of it. Some instructors may also ask you to extend on that and brief your departure track's LSALT/MSA, enroute terrain and obstacle clearances as well.

Thanks guys, AussieNick and training wheels top stuff, I'll write it up on a card and put it under my pillow for reading every night :8

Decision Point
 

Quote Vtoss, Vyse, MSA
If I have an engine failure before reaching my decision point I will close both throttles and land/pull up on the remaining runway.
I will signify reaching my decision point by retracting the gear.
If I have an engine failure after the decison point I will carry out the drills (expand on that, specific for the aircraft type)while controlling the aircraft including 5 deg and 1/2 ball into the live engine. If the aircraft is performing I will climb straight ahead then make a L/R circuit to return for a landing in VMC or climb to MSA for **** approach.
If the aircraft is not performing I will manouvre the aircraft above Vtoss for a landing (30?degrees) either side of runway heading

This takes into account all the variables such as runway length, slope, surrounding topography

My two bob's worth

Maintaining controlled flight has to be the first priority ahead of moving all those levers around. It's surprising how long even a BE76/PA44/etc will keep flying if you just control pitch/roll/yaw. Here's one I teach (this one customised for BE76 at an airport where there is clear ground for a significant distance on runway heading):

Today I am flying a Beechcraft Duchess. Vmca is 65 knots, Vr is 71 knots, TOSS is 80 knots, Vyse (Blue Line) is 85 knots, and Vy is 85 knots.

In the event of an engine failure after take-off I will not continue unless I have obstacle clearance, Vyse, and gear and flaps retracted. Therefore, my decision point today is gear selected up, and...

If I have an engine failure on the runway I will close both throttles, and apply even braking

If I have an engine failure with runway remaining I will maintain controlled flight and land back on the runway

If I have an engine failure after take-off and before the gear is selected up, I will lower the nose to maintain safe speed, pick an appropriate landing place within 30 degrees of the nose, and use the gear, flaps and remaining power to fly the aircraft to the landing, manoeuvring as necessary to avoid obstacles

If I have an engine failure after the gear is selected up, I will fly the aircraft, maintaining direction, set pitch attitude for Blue Line speed, and wings level; Without delay Mixture-Pitch-Power-Gear-Flaps-Identify-Verify-Feather.

If I am in VMC, I will maintain VMC, fly the aircraft straight ahead to a safe height, return for a circuit and landing.

If I am unable to maintain VMC or am in IMC I will continue straight ahead tracking 140 reference the NDB. I will let down to not below 400 ft to become visual and return for a landing.

My takeoff minima are therefore a 500 ft cloud base and 2km vis.

Only ONE poster above has the thought to include what happens if you loose an engine and still go down.

You are flying aircraft that can legally depart from runways where there is a short window (a few of seconds) where you don't have room to stop but you don't have the momentum to keep flying, no matter how fast you are at feathering etc.

There are many old threads exploring this idea. For some light reading on this topic, look up in the ATSB database the C90 KingAir out of Towoomba several years ago.

And finally - DONT ROTE LEARN IT. You will learn to rattle it off and not understand what you are saying. The brief should cover the same points each time, but not word for word.

I second CS advice, if you just parrot it out from memory how much thought is required? Visualise each action as you brief it and customise for each location, safety headings etc.
Dont make it too long, you are trying to maintain control and obstacle clearance.

I totally agree CS, however I am in the initial stages of my training and really need to go over it a million times in my head just to make sure I don't forget anything. It is something that becomes second nature and it is for this that I need to practice before hand.

But very valid point, I wouldn't want a parrot in control of a twin :eek:

Spike You nailed It
 

Flying Spike has nailed the way it should be done. Spike I would fly with you any day. Just one thing I would like to add. Remember that Blue Line is the speed for VYSE at MTOW in most light twins. So some significant performance, i.e. Rate of climb, may be gained by using a lower speed at lighter weights. BUT blue line is the initial target speed.

Groggy

The secret of not parroting prose is to understand what the action items really mean in terms of saving the aircraft. Items in the list specifically relating to live/dead sides must be memorised and rehearsed especially for practice failures when your instructor has reduced the dead-side throttle to idle and coarsened dead-side pitch to a lower rpm (don't touch these), e.g.

LIVE Pitch Up
LIVE Power Up
DEAD foot, DEAD engine
Stand on ball LIVE SIDE
Lift the DEAD side
Close DEAD throttle slowly to confirm
DEAD Pitch to feather
Close DEAD SIDE cowl flaps
DEAD SIDE switches off
Monitor LIVE engine

And don't forget to TRIM for blue line speed to reduce workload.

If I can add a bit
 

Don't just bring the throttle back on the suspect engine. Take it up and then back. I know we started talking about EFATO but I have seen pilots when given an engine failure at a low power setting mis-identify. If you take the throttle up from a low setting and nothing happens then that is the dead one.
As for cowl flaps with EFATO on a PA31, close both sides then open the live side once you have enough height. There is a lot of drag in them and the first priority is to get some height. The engine will last with the cowl flaps closed for a minute or so.

Also on the the PA31, if you are going to go, always select the gear up. IF the pump on the live engine is good the handle will reset to up neutral. If not, you know you may be faced with pumping the gear down and will have to allow time for that. Too late on late final to discover you had one sick pump and the gear dangling and not locked.

I altered the wording of part of my piston Multi-Engined T/O brief after an experience I had once. Have you considered how you would identify an engine failure on take off? How would it present itself? What if it was a partial failure?

I was on board a C310 that had a partial engine failure on take off. The take off was attempted and aborted a couple of times before a decision was made to visit a LAME. What happened? Everything indicated and sounded perfectly normal taxiing around. With the levers fully forward and rolling down the (fortunately wide) runway the pilot was unable to keep the aircraft straight. With full opposite rudder the aircraft veered off to one side.

LAME's investigation found crud had entered the fuel system (probably while the aircraft had been sitting stripped in the open waiting for a paint job). Injectors were blocked and the offending engine was effectively firing on 3 out of 6 cylinders. If the engine had been run for much longer engine damage probably would have followed rather rapidly. I was just glad it hadn't happened on the previous take off when I was flying and taking off on a narrow, downhill, shorter island strip where an aborted take off would have still been the right thing to do but would have resulted in a different outcome.

From that observational experience I changed the first part of my brief to: "If I have a major directional control problem on take off below (decision speed/blue line) I'll treat it like an engine failure, control the aircraft with rudder, close both throttles and pull up/land on the remaining runway."

The brief definitely has to be a 'thinking' process. However as a student, the best thing you can do is sit down and write up the brief for yourself with the possible variables. Memorize it and go and sit in the aeroplane (last time I checked, it doesn't cost you a cent to hop in a plane and sit in it for a while on the ground - and it can save you some real dollars and make you a much better pilot). Go through the brief, touching the items as you call them. At the very least, close your eyes and visualise the process. They used to call it 'chair flying' - it works.

I still do that process when possible, especially when transitioning to new aircraft types. Remember the brief should take into account correct procedures out of the POH. For example, depending on what aircraft you are flying, the gear should be raised before the flap and the exact opposite in other types! Tailor the brief to the aircraft type and conditions you are in. Goodluck and stay safe!

FL170,

There is a lot of very good advice being given here.

Captain Nomad has touched on the idea of touching the controls as you practice... you should also consider doing it while you are briefing.

I'm sure you have the idea, but for example when you say "I will select Mixture up" make sure you identify and touch the mixture lever. Same goes for the others.

The way I found best was to learn the outline of the brief (ie the order), and add in the relevant details on the day, especially when you start flying more than one type. This makes you actually think about the relevant items. The order is also a good way to make sure you don't forget anything.

We can all parrot out a brief very quickly, but it should really be like a converstation, thinking about what to say.

My biggest tip - remember you are briefing YOURSELF as much as the other guy.

Absolutely, touching the items as you call them in the brief should always be done. That way your 'motor memory' is also recalling the motions to be made when 'it' happens. This is par for the course and expected behaviour when you come to do Instrument Rating checks later on and company checks if/when you become a commercial pilot. Very good habit to establish, and your instructor should be on your case about it too!

My two cents
 

I would recommend not over complicating your brief too much - its for your rather than your instructors benifit. Pick a speed at which you can maintain control and accelerate to Vyse - this varies with TOW, DH, pilot
proficiency etc. Then your brief becomes

" XX is my TOSS. If I have an engine failure during the take off roll or below XX I will close the throttles and abort the T/O. If I have an engine failure above XX with no runway remaining I will continue the T/O with my phase one checks, Mixture up, Prop up, Power up etc..."

Your departure brief containing departure details (Alt,track etc), MSA/LSALT's, actions after EFATO from safe height should be done seperately and BEFORE the EFATO brief - this helps the most immediately relevant information stay fresh in your memory.

Here endeth the lesson :}