Since You Asked

Which answer is right?

Dear Rod:
During my private multiengine oral exam, an FAA inspector (we'll call him Richard) was present along with my designated examiner (we'll call him Bob). We were discussing the pretakeoff brief that mentions the procedure to follow if an engine fails after rotation and the decision is made to continue.

In reference to airspeed, Bob asked, "What is the speed at which the decision is made to continue the takeoff when one engine has failed?" I said V_XSE (82 KIAS for the airplane in question). He disagreed, so I followed my original answer with the next best speed that would make sense: V_YSE (88 KIAS, blueline). Though this is the answer that Bob was looking for, Richard asked if he could interject.

V_yse was not the answer that Richard was looking for. He continued to grill me for an answer that I couldn't produce for him. He then started into a 45-minute dissertation, complete with L/D diagram, on how V_sse (82 KIAS) is the speed at which the decision should be made to continue. Now I'm really confused because, upon further research, the Piper Seminole (PA-44) pilot's operating handbook (POH) states the speed at which the decision to continue is made is 75 KIAS.

So, I ask this question. At what speed should you make the decision to continue if you have an engine failure after rotation with the gear up in a Seminole?

1. V_xse (me).
2. V_yse (Bob).
3. V_sse (Richard).
4. 75 KIAS (Piper PA-44 POH).
5. Whatever the pilot in command decides based upon the situation.

Tony

Greetings Tony:
According to your POH, "none of the above" is the correct answer.

Here's what the POH says. First, Vyse in your Seminole is 88 KIAS, and Vmc is 56 KIAS. The 75-knot speed mentioned in the Seminole POH is offered for a very specific condition. The POH says that if engine failure occurs during the takeoff ground roll or after liftoff with the gear down and 75 kt of airspeed, the course of action depends on the runway remaining. The POH says that if it's possible to land on the remaining runway, then do so.

If, however, there is no runway left on which to land, the pilot is faced with two choices. Based on airplane performance estimates, if the airplane can't climb, then the throttles must be pulled back and the airplane landed (as best you can under these conditions). If the airplane can climb, then the POH recommends retracting the gear, accelerating to 88 kt, and (apparently simultaneously) feathering the propeller on the inoperative engine. Climbout is done at 88 KIAS.

So, according to the POH, the best speed at which to make a go/no-go decision in a Seminole is 75 kt. On the other hand, the idea of accelerating a multiengine airplane--with an engine out, the gear down, and prop not feathered--from 75 knots to 88 knots, then climbing out, seems a bit of stretch to me. This is perhaps why the FAA's Airplane Flying Handbook says to use V_yse (88 kt) as the decision speed.

V_xse is not often a reasonable speed, since it can be so much lower than V_yse, making the eventual acceleration to V_yse doubtful. Even if there is an obstruction ahead and a decision was made to continue (and I would question the wisdom of continuing if there is an obstruction ahead), it's probably still prudent to use V_yse since it offers the best chance for acceleration.

V_sse is nothing more than a recommended speed at which not to cut an engine, and it has absolutely nothing to do with real-world performance (unless it is exactly the same speed as V_yse). This speed is only a recommendation for rendering one engine inoperative, nothing more, and its primary use is for CFIs when training multiengine students.

'Tis the season?

Dear Rod:
I'm now ready to start flight training. Is it a good idea for a beginner to start lessons in the winter, because of the potential for gusty winds? I'm feeling that a beginner shouldn't start flying in windy conditions. Would it be better to start lessons in good weather, learn all the fundamentals, and then learn how to deal with the wind? I'm ready to start now, but I think I should have started earlier in the year. I know at some point I'll have to deal with the wind, but is the beginning the right time?
Thank you,
Darryl

Greetings Darryl:
My feeling is that you should start your lessons when you've found a good instructor and you don't anticipate weeks of low overcast and poor visibility. Unfortunately, in certain parts of the country the weather can be bad long enough that when the sun does make an appearance, it's reported as a UFO. Regarding winds, this isn't a big issue as far as I'm concerned. I've taught many people to fly in gusty conditions (although it's not for everyone) and it isn't a real hindrance to flight training. In fact, you can make the case that it offers you a chance to develop a higher degree of flight skill in many areas.

Testing for learning

Dear Rod:
I'm a CFI who's considering using psychological testing to help better identify the learning styles of my student. Can you recommend any specific tests that I can purchase for use in determining learning styles?
Sincerely,
Angie

Greetings Angie:
I hate to say this--and you may need an angie-o-gram after I do--but I suggest you save your money for other purchases. Your ambition to help your students is admirably noble, but a bit misdirected here.

If you want to know how your students learn, ask them. This isn't rocket science (unless you're working for Burt Rutan; then a rocket might actually be involved). Most mature individuals have a pretty good idea about how they learn, especially given that they've been learning all their lives. So a single and simple question will often get you started in the right direction. For instance, you might say, "Learning to fly involves physical skills, skills that involve learning to use your five senses, and thinking skills. Give me an idea how you best learn these skills, based on your previous experience learning similar behaviors."

Remember, people are individuals as well as being complex creatures. They're not easily classified by specific learning styles. Treat them like individuals, not specimens.

Rod Machado is a flight instructor, author, educator, and speaker. A pilot since 1970 and a CFI since 1973, he has flown more than 8,000 hours and owns a Beech A36 Bonanza. Visit his Web site.