Emergency proc pratice

All training should be talked about specifically on the ground before the flight. Really, there should be no surprises. Train first. Then check (test).

First, when practicing single engine situations DO NOT attempt a landing with one engine actually feathered. You have created a real emergency as it will not be available if a go around is necessary. A "Zero Thrust" Setting should be developed for your aircraft. That's a torque setting that neither drags nor produces thrust on the engine. This simulates single engine flight. Now, this does not preclude you from really feathering an engine in flight at a safe altitude and feeling what it is like for real. I was surprised by the type of vibration the feathered prop really makes as it continues to windmill even if shut down. Now, if you have feathered the prop and are bringing it out of feather to practice a landing be ready. It can get a little funky. Basicly remember to neutralized the trims until the prop is fully out of feather and normal power is applied. Set up your zero thrust setting if you wish. When approaching the landing if for any reason you have to go-around USE BOTH ENGINES!

Hydraulic failures are much to practice. Landing technique is you center the tiller bar and make sure the nose wheel is in the detent. When you landed you get on the brakes and hold them until at a safe speed. Don't lock them up though. Use beta and reverse as necessary but watch for asymetrical reversing. This could cause you to use differential braking which uses up your accumulator pressure. AND THE EMERGENCY HYDRAULIC PUMP IS FOR GETTING YOU ON THE GROUND NOT SO YOU CAN CONTINUE FLYING LOADS THE WHOLE DAY! eh hem.

Studying the emergency procedures for electrical failures is essential as it's something few really take into importance considering day vfr over one airport flying. It's when you're asked to do that ferry flight at night that it can become critical. Do the training before you get to that point.

Make sure you stay current in IFR training. Again, a Twin Otter rarely stays at just one airport in my experience. You'll be ferrying at some point. Get the Instrument ticket and stay current.

Vmc demo might not be beneficially as you'll do it empty and that won't be real world. AND DON'T DO IT WITH A LOAD OF JUMPERS ON. That's asking for trouble if things go south and they didn't sign up for that.

Engine restart.... well, what is the most likely cause of a engine failure? Parts failure. Probably not going to get it back. Buuuuut.... Read through the procedure many times and sit in the cockpit and go over it. It is going to take a lot of division of attention to accomplish as you don't have an autopilot to fly while you hit the starter and try to throw the fuel at the right time. It might be advisable in some situations to land single engine at the nearest suitable airport than lose control in flight and crash.

If this is your first turbine job remember if you have an engine failure you won't get it back like you do in a piston. You can't just throw fuel to it and expect it to light off. That's a quick way to blowing up an engine. Turbines are great but in a failure at low altitude don't think you're getting it back but flipping some levers fast. You'll be committed to a shutdown/securing/restarting procedure. Make sure you get to a safe altitude to do that if you feel you need to.

And the last suggestion: Contact Flight Safety and go through their DHC-6 Initial or Recurrent class for jump pilots. I did and I found it invaluable. The training book on the Twin Otter is great.

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