Flying with Two Engines and Becoming a CFI

By Jacob Burdette

Hello again everyone! After a very busy semester of flying, work, and classes, I am finally a Multi-Engine Pilot and a Certified Flight Instructor

To start things off, I’ll break down my multi-engine checkride. We started the oral by going over multi-definitions and then V speeds for the Piper Seminole. After that, we talked about multi-aerodynamics and the critical engine We then moved on to systems, which made up most of the oral. Starting with the systems, we talked about the landing gear and I was given some scenarios about a hydraulic leak and where we would first see the indication. We then talked about what I would do if I only saw 2 gear-down indications which led to the microswitches on our aircraft. Next, we moved to the propeller. I was asked what keeps the prop from feathering. After the propeller, we discussed the fuel tank which was the longest part of the questioning of the system. My DPE asked me to draw out the fuel system for the Seminole, which I was able to do with no problems. He then asked me some scenario questions about cross-feeding and what the fuel selectors would look like if we shut an engine down. To finish up the systems, we talked about the heater in our aircraft and how to turn it on and off both on the ground and in the air. Once the weather finally cleared, we were able to continue with the flight. After we started up and completed the run-up, I did a short field takeoff and headed to our southeast practice area. Once we were about to cross into the practice area, my DPE moved the right engine’s fuel selector to the off position, and from there we did a full engine shutdown. Once my DPE was satisfied with my control on one engine, we restarted the engine and entered our area. In the area, we did power on and off stalls, steep turns, slow flight, and a Vmc Demo. All of these maneuvers went pretty well, especially my steep turns. My steep turn to the left was so good, my examiner tapped the altimeter to make sure it was still working. We then did an emergency descent down to 3,500’. We then elected to do the RNAV 27 into KPOV. When we were on the base leg to intercept the final approach course, my left engine was pulled to idle and we conducted a single-engine approach. The approach went fairly well, getting no more than a 1 dot deflection at any point. After we landed, we took off again, but on this takeoff, my engine was pulled to idle to simulate an engine failure on takeoff. We then took off again, and did a short field back into KPOV, where I nailed my point. We then took off and headed back to Kent, and I was finally a multi-engine rated pilot!

In addition to receiving my Multi-Engine in December, I just earned my Certified Flight Instructor Certificate on January 15th! The oral was only three and a half hours long and was one big scenario of a 60-year-old person wanting to become a pilot with no knowledge of flying, and I had to take him through all the steps needed to obtain his private pilot certificate. We first started off with the TSA endorsement, medical classes, durations, where to find an AME, and how to obtain a student pilot certificate. With the medical certificates, I was asked about disqualifying conditions, what a SODA is, and what it can be used for. Staying with the aeromedical factors, we talked about the 4 types of hypoxia and the causes of each kind. In addition to hypoxia, we talked a lot about the gas laws like Fick’s Law, Boyle’s Law, Henry’s Law, and Dalton’s Law, and how they all related to hypoxia and the other aeromedical factors.

We then moved on to controlled field operations and runway safety. We discussed runway sign markings, hotspots, and where to find more information about them in the chart supplement. In addition, we talked about Land and Hold Short Operations and who can accept them and LAHSO ops per Kent’s SOPs. Lastly, with controlled field ops, we talked about nonmovement areas and where we might find them.

Throughout the whole oral, I was asked about which endorsements I would give the student when they reach each milestone in their journey to become a private pilot. With that, we also talked about what endorsements I would need to give to a student if they were to fail the written or the practical exam. Regarding pilot certificates, we talked a little about category and class with respect to the airmen and the airplane. To end the logbook and endorsement section, we talked about who a CFI can endorse and what medical certificate a CFI needs to hold depending on who the CFI is instructing.

I was also asked some systems and aerodynamic questions. I was asked about the starter and the engine systems of our planes. I was asked to describe what happens when we turn the starter to “start” and describe the process with all of the solenoids, impulse coupler, etc. I was also asked some basic questions about the functionality of the engine, the components, and how everything was connected. With aerodynamics, I had to teach through the power curve and how we can use it in everyday flight.

As I took the oral exam, the fundamentals of instruction were spread throughout, covering professionalism, Maslow’s hierarchy of needs, laws of learning, defense mechanisms, and flight instructor responsibilities.

On the day of the flight, the weather conditions were perfect. We had calm winds and clear skies. I started out the flight by teaching through the engine start, taxiing, and uncontrolled field operations. I did a soft field takeoff out of Kent and walked through the departure procedures and the corridors. During our climb to the practice area, I put on my foggles and did constant airspeed climbs. At our cruising altitude, I discussed some of the possible emergencies, and then I did my first simulated engine failure into Portage of the flight. Everything was going well until I was about 2800’ MSL. There were two planes in the pattern which were not an issue, but there were two other planes that were also joining the pattern, and my examiner and I decided to go around and do the sim engine failure later. In the practice area, I did chandelles, power-off stalls, accelerated stalls, steep spirals, turns around a point and 8s on pylons. We then headed back to Portage to do the short-field landing. We did a short field takeoff from Portage, and when we were 550’ AGL, my examiner pulled my engine so I had to make the impossible turn. We landed about ⅓ of the way down the runway, made a 180 on the runway, and departed again. We then headed back to Kent, discussed a few more emergencies, and did a soft field landing, and then I was officially a CFI!

I have been hired to be a CFI at Kent and am currently working on my CFII and tailwheel endorsement. I’m very excited to start teaching because I want to show my students how amazing aviation is and to start this exciting new chapter in my professional life.

Jacob is one of two 2020 FMA Solo recipients. The FMA Solo program welcomed 86 student musicians into the FMA network this year alone. The scholarship portion will assist the selected recipient(s) through the solo portion of their flight training. Fourteen students have been recipients of the FMA Solo scholarship in the eight years of its existence. Jacob is also a student ambassador of the Flying Musicians Association at Kent State.