Term
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Definition
| MTOW <= 6000 lbs and Vso <= 61 kts |
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Term
| Basic differences between SE and ME airplanes? |
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Definition
Faster
Higher altitudes
Larger size
More Complex Systems
Understanding of OEI |
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Term
| Cowl flap position on the ground? |
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Definition
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Term
| After liftoff, is it more important to gain airspeed or altitude? |
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Definition
| Altitude - gives more time to react to engine failure |
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Term
| What is accelerate-stop distance? |
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Definition
| Accelerated to Vr, lose an engine, and stop the aircraft |
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Term
| What is accelerated-go distance? |
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Definition
| Accelerate to Vr, lose an engine, and climb to 50 ft AGL |
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Term
| What is all-engine service ceiling? Single-Engine? |
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Definition
Highest altitude an airplane can maintain a climb rate of...
AEO: 100 FPM
OEI: 50 FPM |
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Term
| What is all-engine absolute ceiling? Single-Engine? |
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Definition
Altitude where a climb is no longer possible at full power with...
AEO: both engines operating
OEI: one engine is feathered |
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Term
| What regulation provides single-engine climb performance requirements to aircraft manufacturers? |
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Definition
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Term
| What is the required OEI climb rate of a "light twin"? |
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Definition
| There is no minimum requirement, but it must be "determined" |
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Term
| Under what conditions must the OEI climb rate be determined under per the regulation? |
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Definition
COG FFC
Critical Engine
Operating engine on maximum continuous power
Gear Up
Feathered
Flaps Up
Climb speed >= 1.2Vs1 |
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Term
| What is the required single-engine climb rate for a multiengine airplane that is NOT a light twin? |
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Definition
Certified before Feb 4, 1991: 0.27Vso2 (squared) feet-per-minute
Certified after Feb 4, 1991: 1.5%
[Certification not to be confused with aircraft model year] |
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Term
| Where is the most lift created on the wings on a multi-engine airplane? |
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Definition
| Behind the engines where prop wash creates an induced flow over the wings |
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Term
| What 4 aerodynamic factors make the left engine the critical engine? |
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Definition
PAST
P-factor
Accelerated Slipstream
Spiraling Slipstream
Torque |
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Term
| How does P-factor affect critical engine? |
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Definition
| Descending blade creates more thrust. Descending blade of the right engine is further from the fuselage/pivot point than the left engine's. |
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Term
| How does Accelerated Slipstream affect critical engine? |
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Definition
| The dead engine is no longer producing prop wash over it's wing. Since the center of thrust is further from the pivot point for the right engine, the prop wash is also further from the pivot point, causing a large roll toward the dead engine. |
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Term
| How does Spiraling Slipstream affect critical engine? |
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Definition
| The clockwise rotation of the engines send prop wash traveling right toward the descending blade, because the higher thrust it produces creates a lower pressure. So the high pressure air toward the ascending blade moves toward the low pressure air behind the descending blade, to the right. Therefore, only prop wash from the left engine sends accelerated air toward the rudder and horizontal stabilizer. Without the air, they are less effective. |
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Term
| How does Torque affect critical engine? |
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Definition
| Since both engines rotate clockwise, they produce a torque force on the airplane which must resist counterclockwise yaw. When the left engine is dead, there is also asymmetric thrust causing a yaw to the left, worsening this resultant yaw. |
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Term
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Definition
Minimum control speed with critical engine inoperative
Minimum speed at which directional control can be maintained under a very specific set of circumstances in 14 CFR 23 |
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Term
| Under what conditions is Vmc determined? |
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Definition
SMACFUM
Standard Day
Max Power on Operating Engine
Aft CG
Critical Engine Windmilling
Flaps/Gear Up
Up to 5 degrees bank toward operating engine
Most unfavorable weight (lightest) |
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Term
| What are the four warning signs that Vmc is about to occur? |
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Definition
Loss of directional control (with full rudder deflection)
Stall warning horn
Buffeting before a stall
Rapid decay of control effectiveness |
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Term
| In general, how do you recover from Vmc? |
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Definition
Reduce power on operating engine (going idle could induce stall so be careful)
Pitch down |
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Term
| Does Vmc increase or decrease with density altitude? Why? What about stall speed? |
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Definition
| Higher density altitude results in less engine power, therefore less asymmetrical thrust. Therefore, Vmc decreases as altitude increases. Stall speed remains the same as it has nothing to do with the engines. Therefore, at a particular altitude, a stall will occur before an uncontrollable Vmc roll/yaw. |
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Term
How do the following factors affect Vmc?
Increased Power [on good engine]
Increased Density Altitude
Reducing Bank
Feathering Prop
Aft CG
Heavier Weight
Flaps down
Gear down |
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Definition
Increases Vmc:
Increased Power [on good engine] = Increases Vmc
Reducing Bank
Aft CG
Lowers Vmc:
Increased Density Altitude
Feathering Prop
Heavier Weight
Flaps down
Gear down |
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Term
| How do extending the flaps and gear affect Vmc? |
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Definition
| Vmc is lowered (good) because the increased drag from these extensions induces additional keel effect, stabilizing the airplane |
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Term
| In what ways does Bank Angle affect Vmc? |
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Definition
Horizontal Component of lift: 5 deg creates 20x more horizontal lift than it loses vertical lift
Angle of attack of rudder: banking toward the good engine moves relative wind to hit the rudder head-on
Coordination: 2-3 deg bank gives zero sideslip, least drag |
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Term
Given these 5 bank angle situations, rank them based on their negative effect on Vmc and also rank them based on their negative effect on drag. Which is best for Vmc/climb rate?
5 degree bank toward inoperative engine
0 bank
2-3 degree bank toward operating engine
8 degree bank towards operating engine |
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Definition
5 degree bank toward inoperative engine =Vmc Highest, Drag Moderate
0 bank =Vmc Moderate, Drag Moderate
2-3 degree bank toward operating engine = Vmc low, drag minimum (best climb rate)
8 degree bank towards operating engine = Vmc lowest, drag high
This is why we use 2-3 degree bank and ball at half deflection (zero sideslip). It gives the best climb rate and sufficiently safe Vmc margin. |
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