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Transitioning to Multi Engine PA-44-180

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Aerodynamics, Aircraft Systems, Commercial Pilot

I just recently finished my instrument rating on a C172. I did my private training in a C152. I am transitioning to multiengine for my commercial and am really having a hard time. I am doing my multiengine training in a PA-44-180 Piper Seminole. The control feel is a big difference since the Piper Seminole is way heavy than the Cessna Single Engines. One of the things I am having a hard time the most is matching the manifold pressure and RPM settings since you need to match the L and R needles so that you have even thrust on both engines especially in the air during maneuvers when you need to be quick on changing the settings (Slow Flight, Stalls, Steep Turns). Is there any way to get through it aside from flying more?

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2 Answers

  1. Best Answer


    Russ Roslewski on Mar 15, 2021

    I teach a lot in the Seminole, and I do see this problem a lot initially.

    What I see is a few problems.

    1) If the MP (or rpm, it’s the same solution) are split, the pilot will try to bring one lever up and the other one back. Invariably they over shoot on both, and end up going back and forth. Instead, treat one as your “master” and adjust the other one to match. So if, for instance, you’re trying to set 20″ of MP and one is at 21 and the other at 22, pull them both back until one is at 20. Then let go of the one and just pull the other one back until it’s also at 20. Simple, done in two steps.

    2) Most multiengine airplane will have the two throttle levers (or prop levers) offset a little bit when the engines are matched up. That’s normal, and different for each airplane. This offset is pretty constant usually, so once you learn what this offset is, just make your hand keep that relative offset as you push and pull the levers. After that, it’s just fine tuning if necessary.

    3) Trying to make it perfect and using too much concentration to do it. I have literally seen people trying to match up a difference of just a millimeter or so of needle movement on the MP. Meaning, one engine is at 20.0″ and the other is at like 20.2″. Well, matching them up is all fine and good if you’re on a XC and otherwise have nothing to do but tinker. But it certainly isn’t very important during a stall or steep turn or other maneuvering. Now, prop rpm, if it’s not matched up well, you get the highly annoying out-of-sync noise – so that I do try to sync up, but generally once it’s set, it’s set.

    4) Not pushing or pulling on both levers (typically the throttle in this case) with equal force. Since the left throttle is being controlled by your stronger fingers and thumb, while the right throttle is being moved by the weaker fingers and the flesh of your palm, maintaining consistent and equal pressure will just come with practice. Just make sure that right throttle isn’t lagging behind.

    5) Trying to do it all too fast. You mention you “need to be quick when changing the settings”. There’s nothing that really needs to be quickly fine-tuned. And even then, taking you time vs rushing it is really only a matter of a few seconds (though it seems much longer). Yes, multiengine training is expensive, but spending an extra 5 seconds per maneuver on power adjustments isn’t even going to add up to a minute over the course of a normal flight.

    Hope this helps!

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  2. xiotee on Mar 31, 2021

    @Russ Roslewki Thank you very much for the answer, sir. It’s really informative. Was wondering if you have any tips on the OEI scenarios. It’s one of the hardest thing to do in the multiengine especially on the Single Engine IAP.

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