multiengine aerodynamics
DESCRIPTION
MULTIENGINE AERODYNAMICS. By Diego M. Alfonso. DISCLAIMER - PowerPoint PPT PresentationTRANSCRIPT
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ByDiego M. Alfonso
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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.”
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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
DRAGDEMO
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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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ObjectiveOF
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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140
40
60
80
100
120160
180
200
220
240
A IR S PE ED
M P H
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140
40
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80
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120160
180
200
220
240
A IR S PE ED
M P H
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140
40
60
80
100
120160
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240
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.
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VYSE DECREASES
WITH ALTITUDE
KNOWN FACT
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IS THE AIRSPEED INDICATOR ACCURATE?
THEN THERE IS ANOTHER QUESTION
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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
*INITIAL ZERO SIDE SLIP
*BLUE LINE*DIRECTIONAL CONTROL
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PART TWO
TAKEOFF*POWER UP*CLEAN UP*IDENTIFY*VERIFY*FEATHER
ENROUTE*POWER UP*CLEAN UP*IDENTIFY*VERIFY*FIX UP*FEATHER
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ESTABLISH BEST
PERFORMANCE
PART THREE
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HOW DO WE KNOW WE ARE GETTING THE
MOSTPERFORMANCE DURING SINGLE
ENGINE OPERATION?
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ZERO SIDE SLIP
ACTUAL VYSE
STRAIGHT FLIGHT
NO UNNECESSARY DRAG
MAXIMUM AVAILABLE POWER
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THESIDESLIP
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STRAIGHT AND LEVEL FLIGHT
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CLIMBING FLIGHT
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ENGINE FAILURE
X
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ENGINE FAILURE
X
RelativeWind
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EFFECTSOF THE
SIDE SLIP
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RelativeWind
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Eliminatingthe
Side Slip
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ELIMINATING THE SIDE SLIP
X
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ELIMINATING THE SIDE SLIP
X
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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 VYSEAND
ZERO SIDE SLIP
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WHY ARE WE DESCENDING?
set
30.00
ALT
V SI
set
S
EW
N
ELEC TR IC
2 M IN .
set140
40
60
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100
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A IR S P E E D
MPH
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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.
30’27’
3’
AZTEC “C”
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4’
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REACTION TO
TORQUE
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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