I decided to knock out the MEI since I was fresh off of the multi add-on a few weeks ago. I once again went with ATP and was impressed by the training standardization between the Phoenix and Tampa locations. Other than a couple of minor procedural differences (and a 2000 Seminole vs 1979 model), instructors from both locations taught using the same flows, etc.
This time however I didn't want to have to cram all the training in on consecutive days so I was able spread out my flights and have a day or two off during the week. We had some weather issues and one flight was cut short due to visibility and another was cancelled due to weather. Looking back I believe the optimal training duration for my style of learning is to complete the 4 or 5 day rating over a period of 7-10 days. ATP was very accomodating with the training schedule that I proposed.
The checkride was one of the harder practicals that I've had and this DE was very thorough on flushing out my knowledge on multi-engine aerodynamics and MEI limitations.
Oral 2.5 hrs
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Started talking about what blue line means and why after takeoff we reduce pitch at 500' and reduce power at 1000'. Dave was looking for "critical phase" of flight and why just after takeoff should an engine fail, things can get out of hand in a twin. He was trying to drive home that we as CFI's need to drive home this aspect of multi engine flight while giving training. Also he wanted to know what is happening aerodynamically when we are at blue line vs 100 kts. Dave was looking for increased/decreased performance due to changes in induced drag and parasite drag (LD max graph). This would come up again later during the drag demo.
Next was FAR's and what I could do as an MEI in regards to giving someone a flight review. His scenario was as follows:
A guy comes to me with a helicopter, private airplane/instrument, private multi rating. The guy wants to get a flight review in a friends twin (Binford 2000). I had to work through 61.56, 61.57, and 61.195 for the answer. Dave was also looking for how I would tailor training to this individual since he had airplane and helo experience. Next scenario was a private single engine pilot who wanted to get his multi add on. After we talked about the required training, also had to mention 61.195 (f) in that it requires me to have 5 hours PIC in make/model of the Binford 2000.
Last up was presenting the Vmc ground brief
Flight 1.3 hrs
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- Slow flight, steep turns.
- Then power off stalls, power on stalls
- Next he gave me a scenario where right engine was leaking oil/oil pressure was dropping/CHT increasing. Had to shutdown the right engine, secure, then restart.
- Vmc demo
- Drag demo, wanted to know what we are demonstrating when pitching to 82 and pitching to 100. Answer is showing the effects of induced drag (higher at 82) and higher parasite drag at 100 kts.
- Emergency descent
- Landings (normal/short field)
- Failed engine after takeoff at 400'
- Failed engine in pattern with normal single engine landing
