I just got back from a 2 day hiatus building some time in a Beech Duchess. I do admit, it is quite a bit different than flying a single. At first glance, its just an extra 3 levers. However, its really a higher caliber airplane all together. The cockpit is larger, the airplane is just heavier and flies like it. The controls are heavier and the approach speeds are much faster.
When I first walked out to the airplane, it felt very foreign to me. 600 hours of flying singles has a way of getting you used to simple airplanes. There is more to preflight on this thing, more switches to deal with, etc. After a good preflight, I felt I had a pretty good grasp of the basic systems and architecture of the airplane. Since I am working on my MEI, I began straight away from the right seat. Its a bit different cranking up two motors, but it feels very cool – a REAL airplane 
.
Besides having to do everything twice, the run up is basically the same as any single. The takeoff roll was a bit different because on this particular airplane, the right engine doesn’t spool up as quickly as the left and so it takes some rudder control to hold the airplane on the centerline. However, once the power passes 20″HG, they even out and its straight forward from there. Rotate at 71 knots and climb out at 90 knots, 5 knots above Vyse, RPM back to 2500 on both sides and hold pitch for 90 knots. That gives about 1300 feet per minute climb, which is at least half again your typical 172 – more like twice.
It took me about 2 to 3 hours to get “completely” comfortable in the airplane. I am far from a multiengine pro, but the foreign feel of the airplane began to die away after a bit.
Over the last two days, I did Vmc demos, engine shutdown and feather, and restart, single engine approach and landings (turns both into and opposite the operating engine), single engine instrument approaches and single engine go arounds (bad choice in most situations – POH prohibits a single engine go around once full flaps have been deployed).
I find that just flying (with both engines) a heavier and faster airplane is just as much of a challenge as dealing with assymetrical thrust issues. During final approach, I feel like I am smashed on the front of a jet or something as compared to the usual sight picture that I am accostomed to in the 172. And it seems that part of the multiengine procedures is to keep slightly above Vyse on final until there is no doubt that the runway is made. However, Vyse and touchdown speed are about 15 knots apart. Therefore, there is a tendency to float a ways as the airspeed bleeds off. Certainly spot landings can be done, however, you’d have to come in below Vyse which isn’t really a good idea should you lose a motor.
In summary, I’ve got a much better grasp of what it is like to fly a multiengine airplane. I hope to take my MEI checkride next week or early in the following week. I’ve got some detailed reading to do of the POH and I am going to “armchair fly” (and teach) all of the various multiengine training points several times until they are more or less second nature.
I had a multiengine rating even before this bit of flying. However, if I’d been faced with the prospect of having to solo one somewhere, I would have been quite nervous about it. However, after these many hours of practice, I wouldn’t hesitate to fly any light twin if called upon to do so. I’d need an hour or so to read through the POH to familiarize myself with the systems. But, I believe after that, I could fly safely and competently.
As to the money issue…. it HURTS…..bad. As a poor flight instructor, at the end of a long hard day, I am lucky to hit 3 figures. Flying this damn thing sucks my money so quickly, it feels like I am screwing all my hard work and my wife’s too. But, this is really the last bit of training I will need to do, short of a little ATP work. I am going to just suck it up, make the best choices that I can and get it done. After that, I’ll just pay off bits and pieces as I make money.