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.

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A IR S PE ED

M P H

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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 .

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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