Engine Failure: Takeoff Roll 

This is an excellent video! I am a highly experienced CFII and have been a current and active instructor for 51 years, so I know good training, and this is a great teaching video.

A great video indeed for both new ME pilots and seasoned ones who want to refresh their skills. Keep this good stuff coming UND!

You guys always produce high quality informative videos.

Fantastic video. Thanks for sharing this on RU-vid

Well done! Very professional presentation!

Hello, I just wanted to send a big Thank You! to everyone and anyone with the University of North Dakota who has anything to do with producing these UND AeroSpace videos. I don't remember exactly when I saw the first video but it was actually quite a few years ago and they have all been valuable training aids and really nice to have. I have a bunch of the old videos on my records server but it's always cool to see another new one come out. Thank You again, UND Aerospace.

As always, great video. Glad to see you're producing new content.

Thank you for your pertinent upload. Must be beared in mind.

Just one word: Wonderful !

Fantastic video!

Thanks for this helpful video!

Easiest part of the checkride! Wish the POH in the Seminole my school had had that "summary of factors affecting single engine operations" section. Great Video!

great video. all pilots must watch.

Great video!

Thank you . Good stuff

Great Review at any time, skill or rating level!

You're back!!!!

Great video

These videos are always well made keep it up 👌Its much appreciated.

I graduated from UND in 2015, now Im in fighter pilot school. It's crazy how much faster everything happens here!

Took me a while to find such a good content for multi engine ! Thank you so much!

Thank you for the great video! Always helpful! Do you know, where I can find this Takeoff brief list at 11:50?

I am seriously considering UND.

Hey everyone, trying to find a series of UND videos I saw a while back. It was a lecture series on how to prepare for your first Airline interview. I think it was on one of UND's back pages but I just can't find it. Can anyone help point me towards it?

I would imagine that one of the most difficult things in life to do would be to avoid the panic and voluntarily pull (upon experiencing an engine failure after takeoff and watching the airspeed fall steadily toward that red line), the only good engine you have left to idle, push the nose over to a safe flying speed, and accept a crash landing, under control, into whatever is ahead of you. However, if you chicken out and decide to try to salvage the flight and stay in the air in most light twins after an engine failure on takeoff, then at least your friends will be able to say that you fought the good fight - right up until the inevitable Vmc roll into the ground.

Great Video! The PA-44-180 was a handful to fly and a Brick with engines. Regardless, I loved every moment flying it in my training, It will definitely make you feel like a real pilot with the increased workload.

miss UND, miss the experience of flight training in America.

Thanks

Hey! New aerocast videos! :)

Hello thanks for this video. But on an engine failure on inicial climb after takeoff, with gear down and flaps set for to, below the best of climb speed, what's the correct procedure?

What do you do when you have an engine failure when you're past decision point on the runway? Say you're too far down, or 10ft off the runway and your engine dies.

I want to study there! I am from the Philippines :D

Why have the Seminole two engines? With one it’s not flying.

In most cases, why not rotate the PA 44 at 88 knots or more. In any case, it's highly unlikely that any light twin pilot is going to purposely attempt to abort a take off after rotation. It is what it is.

UNIVERSIDAD.DE LA AVACION QUE BONITO..DONDE ESTAN UBICADOS?????UNIVESITE AIR PLANE WHERE UBICATIION...PLEASE..THANKS FOR YOUR VIDEO.WELCOME TO BOGOTA DC COLOMBIA

I was sorry to hear at 11:12 you mentioned the use of aerodynamic braking to help stop the airplane. This is not good advice because test pilots during testing do not use that method to help stop the airplane. It's not factored into the stopping distance. I'm a retired airline flight crew instructor. I worked for a major US airline who flew the L-1011. We had a Captain who was taught to use aerodynamic braking when he learned to fly. He always used it. Aerodynamic braking was never used on the TriStar during testing as it already had features to help stop it on the ground (ground spoilers and anti-skid brakes). That is all that it and other jetliners needed. One day this Captain pulled the nose up so high to start his aero braking that he hit the tail hard enough to cause structural damage. We had a pilot union so he got a month off without pay and a warning if he continued to try and use aero braking on his landings, he would lose his job. Well, this Captain was sure he knew more about airplanes than anyone else working at that airline, so he continued to aero brake his landings. One day it happened again. The next day he was permanently out of a job!! You're not doing a service by telling new ME pilots to use aerodynamic braking to help stop their airplanes. The question is: did the manufacturer of the aircraft use aero breaking as part of their distance testing? The answer is no. The distances found in the performance charts were obtained without the use of aero braking. Therefore, to attempt to land using any other technique, not might, but WILL, cause you to exceed the published landing distance.

Multis aren't safer and cost a lot more overall.

I guess Louis CK went to flight college after #MeToo