MULTIENGINE

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MULTIENGINE AERODYNAMICS
By Diego M. Alfonso
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DISCLAIMER JUST IN CASE WE MAY HAVE A DIFFERENCE
OF OPINION, ALL THE INFORMATION USED FOR THIS
PRESENTATION HAS BEEN OBTAINED FROM THE FOLLOWING
FAA PUBLICATIONS AC61-21A, FAA-8083-3 AC61-23C,
AIM, FARS AND THE PRACTICAL TEST STANDARDS
BOOKLETS. P.T.S.
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IT HAS NOTHING TO DO WITH WHAT I LIKE OR WHAT I
THINK IT SHOULD BE DONE.
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DEMONSTRATING THE EFFECTS OF VARIOUS AIRSPEEDS
AND CONFIGURATIONS DURING ENGINE INOPERATIVE
PERFORMANCE
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TWO PROCEDURES
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VYSE AND DRAG DEMO
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WHY DO WE HAVE TO PERFORM VYSE AND DRAG DEMO?
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AS IN ALL MANEUVERS WE DEVELOP
KNOWLEDGE
PLANNING
TIMING
COORDINATION
ASSOCIATING WHAT HAS BEEN LEARNED, UNDERSTOOD AND
APPLIED WITH PREVIOUS OR SUBSEQUENT LEARNING
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I FIND THIS IS ONE OF THOSE MANEUVERS THAT IS
PERFORMED MECHANICALLY. WITH NO IDEA OF WHY WE
ARE DOING IT?
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Objective OF VYSE DEMO
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To determine that the applicant 1.
Exhibits knowledge of the elements related to the
effects of various airspeeds and configurations
during engine inoperative performance by
describing -
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(a) selection of proper altitude for the
demonstration.
NOT NECESSARILY 3,000
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(b) proper entry procedure to include pitch
attitude, bank attitude, and airspeed.
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(c) effects on performance of airspeed changes
at, above, and below VYSE-
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WHAT IS THE INTENT OF EXPERIMENTING WITH LOWER OR
HIGHER AIRSPEEDS?
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THE PROGRAMMING IS TO EMPHASIZE AIRSPEED NOT
ALTITUDE
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WHY 10 KNOTS ABOVE AND BELOW VYSE?
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IT IS NOT TO SHOW THAT THE AIRPLANE WILL NOT
PERFORM SATISFACTORILY ABOVE OR BELOW BLUE LINE.
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YOU ARE NEVER GOING TO OBTAIN THE PUBLISHED BEST
SINGLE ENGINE CLIMB PERFORMANCE AT BLUE LINE
UNLESS YOU ARE AT SEA LEVEL ON A STANDARD DAY.
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KNOWN FACT
VYSE DECREASES WITH ALTITUDE
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THEN THERE IS ANOTHER QUESTION
IS THE AIRSPEED INDICATOR ACCURATE?
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HOW WILL THIS MANEUVER HELP US IN THE EVENT OF AN
ENGINE FAILURE?
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THERE ARE ACTUALLY THREE PHASES TO THE RESPONSE
OF AN ENGINE FAILURE
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ESTABLISH INITIAL CONTROLLABILITY AND PERFORMANCE
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PART ONE
BLUE LINE
DIRECTIONAL CONTROL
INITIAL ZERO SIDE SLIP
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PART TWO
TAKEOFF POWER UP CLEAN UP IDENTIFY VERIFY FE
ATHER
ENROUTE POWER UP CLEAN UP IDENTIFY VERIFY FI
X UP FEATHER
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PART THREE
ESTABLISH BEST PERFORMANCE
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HOW DO WE KNOW WE ARE GETTING THE
MOST PERFORMANCE DURING SINGLE ENGINE OPERATION?
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MAXIMUM AVAILABLE POWER
NO UNNECESSARY DRAG
STRAIGHT FLIGHT
ACTUAL VYSE
ZERO SIDE SLIP
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THE SIDE SLIP
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STRAIGHT AND LEVEL FLIGHT
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CLIMBING FLIGHT
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X
ENGINE FAILURE
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Relative Wind
X
ENGINE FAILURE
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EFFECTS OF THE SIDE SLIP
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Eliminating the Side Slip
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X
ELIMINATING THE SIDE SLIP
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X
ELIMINATING THE SIDE SLIP
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IS ZERO SIDE SLIP COORDINATED OR UNCOORDINATED
FLIGHT
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YES IT IS PERFECTLY SAFE TO TURN TOWARDS THE
INOPERATIVE ENGINE.
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X
MUST MAINTAIN VYSE AND ZERO SIDE SLIP
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WHY ARE WE DESCENDING?
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YES WE CAN SLIP TO A LANDING IN A MULTIENGINE
AIRPLANE WITH ONE ENGINE INOPERATIVE
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REALISTIC SCENARIOS
ENGINE FAILURE ON IFR DEPARTURE
ENGINE FAILURE ON A GO AROUND WITH FLAPS AND GEAR
DOWN
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VMC
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SPIRALING SLIPSTREAM
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TYPICAL AIRPLANE VYSE 94 MPH
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VYSE 94 MPH
137 PER SECOND
27 IN 1/5 OF A SEC.
AZTEC C
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4
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REACTION TO TORQUE
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WE HAVE TRAINED FOR TOO LONG AT A DENSITY
ALTITUDE THAT WILL ALLOW THE AIRPLANE TO MAINTAIN
ALTITUDE
ARE WE ABOVE THE SINGLE ENGINE ABSOLUTE CEILING?
DURING TRAINING THE AIRCRAFT IS LIGHT AND IT MAY
PERFORM