By Diego M. Alfonso. DISCLAIMER JUST IN CASE WE MAY HAVE A DIFFERENCE OF OPINION, ALL THE...
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Transcript of By Diego M. Alfonso. DISCLAIMER JUST IN CASE WE MAY HAVE A DIFFERENCE OF OPINION, ALL THE...
ByDiego M. Alfonso
DISCLAIMERJUST 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.”
IT HAS NOTHING TO DO WITH WHAT I LIKE OR WHAT I THINK IT SHOULD
BE DONE.
DEMONSTRATING THE EFFECTS OF VARIOUS
AIRSPEEDS AND CONFIGURATIONS
DURING ENGINE INOPERATIVE
PERFORMANCE
TWO PROCEDURES
VYSE AND
DRAGDEMO
WHY DO WE HAVE TO
PERFORM VYSE AND DRAG
DEMO?
AS IN ALL MANEUVERS WE DEVELOP:
KNOWLEDGE
PLANNING
TIMING
COORDINATION
ASSOCIATING WHAT HAS BEEN LEARNED, UNDERSTOOD AND APPLIED WITH PREVIOUS OR
SUBSEQUENT LEARNING
I FIND THIS IS ONE OF THOSE MANEUVERS
THAT IS PERFORMED MECHANICALLY.
WITH NO IDEA OF WHY WE ARE DOING IT?
ObjectiveOF
VYSE DEMO
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 -
(a) selection of proper altitude for the demonstration.
NOT NECESSARILY 3,000’
(b) proper entry procedure to include pitch attitude, bank attitude, and airspeed.
(c) effects on performance of airspeed changes at, above, and below VYSE-
WHAT IS THE INTENT OF
EXPERIMENTING WITH LOWER OR
HIGHER AIRSPEEDS?
THE PROGRAMMING
IS TO EMPHASIZE AIRSPEED NOT
ALTITUDE
WHY 10 KNOTS ABOVE
AND BELOW VYSE?
IT IS NOT TO SHOW THAT THE AIRPLANE WILL NOT PERFORM
SATISFACTORILY ABOVE OR BELOW
BLUE LINE.
140
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A IR S PE ED
M P H
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A IR S PE ED
M P H
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A IR S PE ED
M P H
YOU ARE NEVER GOING TO OBTAIN THE
PUBLISHED BEST SINGLE ENGINE CLIMB
PERFORMANCE ATBLUE LINE UNLESS YOU ARE AT SEA LEVEL ON A
STANDARD DAY.
VYSE DECREASES
WITH ALTITUDE
KNOWN FACT
IS THE AIRSPEED INDICATOR ACCURATE?
THEN THERE IS ANOTHER QUESTION
HOW WILL THIS MANEUVER HELP US IN THE EVENT
OF AN ENGINE FAILURE?
THERE ARE ACTUALLY THREE
PHASES TO THE RESPONSE OF AN ENGINE FAILURE
ESTABLISH INITIAL CONTROLLABILITY AND PERFORMANCE
PART ONE
*INITIAL ZERO SIDE SLIP
*BLUE LINE*DIRECTIONAL CONTROL
PART TWO
TAKEOFF*POWER UP*CLEAN UP*IDENTIFY*VERIFY*FEATHER
ENROUTE*POWER UP*CLEAN UP*IDENTIFY*VERIFY*FIX UP*FEATHER
ESTABLISH BEST
PERFORMANCE
PART THREE
HOW DO WE KNOW WE ARE GETTING THE
MOSTPERFORMANCE DURING SINGLE
ENGINE OPERATION?
ZERO SIDE SLIP
ACTUAL VYSE
STRAIGHT FLIGHT
NO UNNECESSARY DRAG
MAXIMUM AVAILABLE POWER
THESIDESLIP
STRAIGHT AND LEVEL FLIGHT
CLIMBING FLIGHT
ENGINE FAILURE
X
ENGINE FAILURE
X
RelativeWind
EFFECTSOF THE
SIDE SLIP
RelativeWind
Eliminatingthe
Side Slip
ELIMINATING THE SIDE SLIP
X
ELIMINATING THE SIDE SLIP
X
IS ZERO SIDE SLIP COORDINATED
OR UNCOORDINATED
FLIGHT
YES IT IS PERFECTLY SAFE
TO TURN TOWARDS THE INOPERATIVE
ENGINE.
X
MUST MAINTAIN VYSEAND
ZERO SIDE SLIP
WHY ARE WE DESCENDING?
set
30.00
ALT
V SI
set
S
EW
N
ELEC TR IC
2 M IN .
set140
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A IR S P E E D
MPH
YES WE CAN SLIP TO A LANDING IN A MULTIENGINE
AIRPLANE WITH ONE ENGINE
INOPERATIVE
REALISTIC SCENARIOS
ENGINE FAILURE ON IFR DEPARTURE
ENGINE FAILURE ON A GO AROUND WITH FLAPS AND GEAR DOWN
VMC
SPIRALING SLIPSTREAM
TYPICAL AIRPLANE
VYSE 94 MPH
VYSE 94 MPH
137’ PER SECOND
27’ IN 1/5 OF A SEC.
30’27’
3’
AZTEC “C”
4’
REACTION TO
TORQUE
DURING TRAINING THE AIRCRAFT IS LIGHT AND IT MAY PERFORM
ARE WE ABOVE THE SINGLE ENGINE ABSOLUTE CEILING?
WE HAVE TRAINED FOR TOO LONG AT A DENSITY ALTITUDE THAT WILL ALLOW THE AIRPLANE TO MAINTAIN ALTITUDE