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MULTIENGINE AERODYNAMICS

MULTIENGINE AERODYNAMICS. By Diego M. Alfonso. DISCLAIMER

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MULTIENGINE AERODYNAMICS

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  1. MULTIENGINE AERODYNAMICS By Diego M. Alfonso

  2. 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, FAR’S AND THE PRACTICAL TEST STANDARDS BOOKLETS. ”P.T.S.”

  3. IT HAS NOTHING TO DO WITH WHAT I LIKE OR WHAT I THINK IT SHOULD BE DONE.

  4. DEMONSTRATING THE EFFECTS OF VARIOUS AIRSPEEDS AND CONFIGURATIONS DURING ENGINE INOPERATIVE PERFORMANCE

  5. TWO PROCEDURES

  6. VYSE AND DRAG DEMO

  7. WHY DO WE HAVE TO PERFORM VYSE AND DRAG DEMO?

  8. AS IN ALL MANEUVERS WE DEVELOP: KNOWLEDGE PLANNING TIMING COORDINATION ASSOCIATING WHAT HAS BEEN LEARNED, UNDERSTOOD AND APPLIED WITH PREVIOUS OR SUBSEQUENT LEARNING

  9. I FIND THIS IS ONE OF THOSE MANEUVERS THAT IS PERFORMED MECHANICALLY. WITH NO IDEA OF WHY WE ARE DOING IT?

  10. Objective OF VYSE DEMO

  11. 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 -

  12. (a) selection of proper altitude for the demonstration. NOT NECESSARILY 3,000’

  13. (b) proper entry procedure to include pitch attitude, bank attitude, and airspeed.

  14. (c) effects on performance of airspeed changes at, above, and below VYSE-

  15. WHAT IS THE INTENT OF EXPERIMENTING WITH LOWER OR HIGHER AIRSPEEDS?

  16. THE PROGRAMMING IS TO EMPHASIZE AIRSPEED NOT ALTITUDE

  17. WHY 10 KNOTS ABOVE AND BELOW VYSE?

  18. IT IS NOT TO SHOW THAT THE AIRPLANE WILL NOT PERFORM SATISFACTORILY ABOVE OR BELOW BLUE LINE.

  19. 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.

  20. KNOWN FACT VYSE DECREASES WITH ALTITUDE

  21. THEN THERE IS ANOTHER QUESTION IS THE AIRSPEED INDICATOR ACCURATE?

  22. HOW WILL THIS MANEUVER HELP US IN THE EVENT OF AN ENGINE FAILURE?

  23. THERE ARE ACTUALLY THREE PHASES TO THE RESPONSE OF AN ENGINE FAILURE

  24. ESTABLISH INITIAL CONTROLLABILITY AND PERFORMANCE

  25. PART ONE *BLUE LINE *DIRECTIONAL CONTROL *INITIAL ZERO SIDE SLIP

  26. PART TWO TAKEOFF *POWER UP *CLEAN UP *IDENTIFY *VERIFY *FEATHER ENROUTE *POWER UP *CLEAN UP *IDENTIFY *VERIFY *FIX UP *FEATHER

  27. PART THREE ESTABLISH BEST PERFORMANCE

  28. HOW DO WE KNOW WE ARE GETTING THE MOST PERFORMANCE DURING SINGLE ENGINE OPERATION?

  29. MAXIMUM AVAILABLE POWER NO UNNECESSARY DRAG STRAIGHT FLIGHT ACTUAL VYSE ZERO SIDE SLIP

  30. THE SIDE SLIP

  31. STRAIGHT AND LEVEL FLIGHT

  32. CLIMBING FLIGHT

  33. X ENGINE FAILURE

  34. Relative Wind X ENGINE FAILURE

  35. EFFECTS OF THE SIDE SLIP

  36. Relative Wind

  37. Eliminating the Side Slip

  38. X ELIMINATING THE SIDE SLIP

  39. X ELIMINATING THE SIDE SLIP

  40. IS ZERO SIDE SLIP COORDINATED OR UNCOORDINATEDFLIGHT

  41. YES IT IS PERFECTLY SAFE TO TURN TOWARDS THE INOPERATIVE ENGINE.

  42. X MUST MAINTAIN VYSE AND ZERO SIDE SLIP

  43. WHY ARE WE DESCENDING?

  44. YES WE CAN SLIP TO A LANDING IN A MULTIENGINE AIRPLANE WITH ONE ENGINE INOPERATIVE

  45. REALISTIC SCENARIOS ENGINE FAILURE ON IFR DEPARTURE ENGINE FAILURE ON A GO AROUND WITH FLAPS AND GEAR DOWN

  46. VMC

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