MULTI-ENGINE AIRPLANES 1

Question 1

Absolute Ceiling:

Answer 1

The density altitude -no further climb is possible with both engines at maximum power.

Question 2

Asymmetric Thrust:

Answer 2

Uneven thrust created by the ascending and descending propeller blades.

Thrust produced by the engines of a multi-engine airplane is uneven.

Question 3

Critical Engine

Answer 3

The engine with the most adverse effect on controllability and climb performance

Question 4

Drift Down

Answer 4

The unavoidable descent due to the loss of an engine when above the single-engine absolute ceiling of an airplane

Question 5

Propeller Synchronization

Answer 5

Adjusting the propeller controls to operate the propellers in unison

eliminating the uncomfortable noise associated with two propellers operating at slightly different rates.

Question 6

Service Ceiling:

Answer 6

The maximum density altitude: 100 FPM rate of climb with both engines operating.

maximum gross weight

clean configuration.

Question 7

Windmilling

Answer 7

The rotation of an aircraft propeller created by air flowing around it when the engine is not operating.

Question 8

Zero-Sideslip:

Answer 8

following an engine failure in a multi-engine

the pilot maintains an attitude that minimizes drag, alleviating the sideslip of the airplane.

Question 9

The single-engine absolute ceiling

Answer 9

Max density altitude with the critical engine feathered and the other engine at maximum power.

Question 10

The single-engine service ceiling

Answer 10

service ceiling climb airspeed produces a 50 FPM rate of climb.

critical engine is inoperative with its propeller feathered.

Question 11

VMC:

Answer 11

The minimum control speed with the critical engine inoperative

Question 12

VMC Color

Answer 12

Red line, as determined under a very specific set of circumstances.

Question 13

VYSE

Answer 13

The best rate-of-climb (or minimum rate-of-sink) speed with OEI.

Question 14

VYSE Colow

Answer 14

blue line, as determined at maximum weight and sea-level altitude.

Question 15

Difference between VYSE and VMC

Answer 15

VYSE is a performance speed. VMC addresses directional control.

Question 16

VXSE

Answer 16

The best angle-of-climb speed with OEI.

Question 17

VSSE

Answer 17

The intentional one engine inoperative (OEI) airspeed.

Question 18

How the Manufacturer Determines VMC

Answer 18

Standard Day Conditions at Sea Level

Most Unfavorable Weight (Light)

Most Unfavorable CG Location (Aft)

Critical Engine Windmilling (Propeller Controls in the Takeoff Position)

Flaps, Gear, and Trim in the Takeoff Position with the Airplane out of
Ground Effect

Up to 5° (Not More) of Bank Towards the Operating Engine

Maximum Available Takeoff Power Initially on Each Engine (Engine Failure Should Happen Suddenly)

Question 19

VMC Standard Day Conditions at Sea Level. WHY?

Answer 19

still air and standard atmospheric conditions at sea level.

establish a standard of measurement.

Question 20

VMC Determination Most Unfavorable Weight (Light)

Answer 20

A heavier airplane has a lower VMC due to the horizontal component of lift and inertia.

increase in weight = more lift to maintain altitude.

More Lift= More horizontal component of lift

More Horizontal Component of Lift = require less rudder to counter act yawing.

Heavier airplane will have a higher resistance to yawing.

Question 21

Most Unfavorable CG Location (Aft)

VMC Determination

Answer 21

The aft-most CG limit is the most unfavorable

Aft CG = rudder’s moment arm is shortened, producing less leverage for the rudder. = less effective to prevent yawing force

Question 22

VMC Determination Critical Engine Windmilling (Propeller Controls in the Takeoff Position)

Answer 22

A windmilling propeller creates more drag than a stationary propeller.

unfeathered position creates more drag than a feathered propeller.

Therefore, VMC is highest when the critical engine’s propeller is windmilling at the low pitch, high RPM blade angle.

Question 23

Flaps, Gear, and Trim in the Takeoff Position with the Airplane out of Ground Effect

Answer 23

Drag increases VMC

Ground effect decreases drag and increases VMC.

Question 24

Up to 5° (Not More) of Bank Towards the Operating Engine

Answer 24

VMC is highly dependent on bank angle. In a bank, the horizontal component of lift helps the rudder counteract the operative engine’s thrust.

When banking towards the operating engine, VMC decreases by approximately 3 knots for every degree of bank less than 5°.

Banking away from the operating engine increases VMC.

Question 25

Maximum Available Takeoff Power Initially on Each Engine (Engine Failure Should Happen Suddenly)

Answer 25

A higher power imbalance results in more asymmetrical thrust.

VMC increases as power is increased on the operating engine.

Question 26

Directional Control

Answer 26

engine failure and the engines are not mounted on the longitudinal axis,

there are unbalanced forces and turning moments about the CG.

Question 27

When Engine fails, what happens to the control of the plane?

Answer 27

Pitch Down
Roll Toward the Inoperative Engine
Yaw

Question 28

Engine out: Why Pitch Down and how to correct?:

Answer 28

The loss of induced airflow over the horizontal stabilizer results in less negative lift produced by the tail.

Additional back-pressure is required to maintain level flight.

Question 29

Roll Toward the Inoperative Engine

Answer 29

The loss of the accelerated slipstream air over the wing of the inoperative engine results in a reduction of lift on that wing.

This requires additional aileron pressure into the operative engine.

Question 30

Yaw when engine is inoperative

Answer 30

Asymmetrical thrust requires rudder pressure toward the operating engine.

Question 31

How does the Climb Performance is affected when we lose one engine?

Answer 31

The loss of one engine results in a 50% loss of power, but an approximate 80% loss of climb performance

Question 32

When banking towards the operating engine, how much VMC decreases

Answer 32

VMC decreases by approximately 3 knots for every degree of bank less than 5°.