Download Vmc-Demonstration - Leading Edge Flying Club

David Young
Maneuver Analysis
1. Maneuver – Vmc Demonstration.
2. Description – Understanding the effects of single engine flight in a multiengine aircraft
is of the utmost importance. The Vmc demonstration maneuver helps the pilot recognize
the onset of loss of control and stalls while flying single engine.
3. Objective – To deepen the student’s knowledge of how to maintain control of a
multiengine aircraft while operating single engine.
4. Contents –
a. An ability to maintain directional control while operating single engine.
b. An ability to recognize the onset of Vmc.
c. An ability to recognize the onset of a stall while operating single engine.
5. Analysis –
a. Clear the area around and below you with two 90º turns.
b. Begin the Vmc demonstration at a minimum of 4,000 ft AGL on a cardinal
heading.
c. Determine which engine you are going to simulate failing, and open the cowl
flaps for the other engine.
i. We do this to prevent the operating engine from overheating during the
maneuver.
d. Reduce the power to 15” and 2,300 RPM.
e. When below 100 kts, move the props to full.
f. Reduce the throttle of the “failed” engine to idle while advancing the “operating”
engine to full.
i. It is important to maintain directional control while doing this. As you
increase the operating engine’s throttle, be sure that you use more “good”
rudder and aileron to maintain directional control.
g. Establish zero-sideslip – do not exceed 5º of bank.
i. To establish zero-sideslip, hold enough “good” rudder to keep the ball ½
way displaced towards the good engine. Additionally, hold in about 2-3º
bank.
h. Increase the pitch attitude such that you lose approximately 1 kt per second.
i. This means that it should take about 20 seconds to reach our desired
airspeed at the end of the maneuver.
i. At the first sign of loss of directional control or stall, pitch down for blue line,
which is about 1.5 fists below the horizon. Simultaneously reduce the power on
the operating engine to idle.
i. Loss of directional control means that you cannot put anymore aileron or
rudder in to prevent a yawing or rolling motion in the direction of the
“failed” engine.
Young 2, Vmc Demonstration
ii. The first sign of a stall is almost always the stall horn.
iii. Reducing power reduces the overall yawing and rolling tendencies
towards the “failed” engine.
iv. Slowly increase the “good” throttle to full while maintaining directional
control. Simultaneously pitch for blue line.
6. Visual Cues –
a. The aircraft’s nose should appear to pitch up ever so slowly as it slows down.
b. Use your peripheral vision as well as any stationary clouds to help determine if
the aircraft’s nose is yawing/rolling, which would indicate the loss of directional
control.
c. The SE blue line attitude is approximately 1.5 fists width below the horizon.
7. Instrument Cues –
a. The inclinometer can be used to establish zero-sideslip.
b. The DG can also be used to indicate the loss of directional control.
8. PTS Standards –
a. Private Pilot –
i. Exhibits knowledge of the elements related to VMC by explaining the
causes of loss of directional controls at airspeeds less than VMC, the
factors affecting VMC and the safe recovery procedures.
ii. Configures the airplane at VSSEVYSE, as appropriate –
a. Landing gear retracted.
b. Flaps set for takeoff.
c. Cowl flaps set for takeoff.
d. Trim set for takeoff.
e. Propellers set for high RPM.
f. Power on critical engine reduced to idle.
g. Power on operating engine set to takeoff or maximum available power.
iii. Establishes a single-engine climb attitude with the airspeed at
approximately 10 knots above VSSE.
iv. Establishes a bank toward the operating engine, as required for best
performance and controllability.
v. Increases the pitch attitude slowly to reduce the airspeed at approximately
1 knot per second while applying rudder pressure to maintain directional
control until full rudder is applied.
vi. Recognizes indications of loss of directional control, stall warning or
buffet.
vii. Recovers promptly by simultaneously reducing power sufficiently on the
operating engine while decreasing the angle of attack as necessary to
regain airspeed and directional control. Recovery SHOULD NOT be
attempted by increasing the power on the simulated failed engine.
viii. Recovers within 20° of the entry heading.
ix. Advances power smoothly on operating engine and accelerates to
VXSE/VYSE, as appropriate, +10/–5 knots, during the recovery.
Young 3, Vmc Demonstration
b. Commercial Pilot –
i. Exhibits knowledge of the elements related to VMC by explaining the
causes of loss of directional control at airspeeds less than VMC, the factors
affecting VMC, and safe recovery procedures.
ii. Configures the airplane at VSSE/VYSE, as appropriate—
1. Landing gear retracted.
2. Flaps set for takeoff.
3. Cowl flaps set for takeoff.
4. Trim set for takeoff.
5. Propellers set for high RPM.
6. Power on critical engine reduced to idle.
7. Power on operating engine set to takeoff or maximum available
power.
iii. Establishes a single-engine climb attitude with the airspeed at
approximately 10 knots above VSSE or VYSE, as appropriate.
iv. Establishes a bank toward the operating engine, as required for best
performance and controllability.
v. Increases the pitch attitude slowly to reduce the airspeed at approximately
1 knot per second while applying rudder pressure to maintain directional
control until full rudder is applied.
vi. Recognizes indications of loss of directional control, stall warning or
buffet.
vii. Recovers promptly by simultaneously reducing power sufficiently on the
operating engine while decreasing the angle of attack as necessary to
regain airspeed and directional control. Recovery SHOULD NOT be
attempted by increasing the power on the simulated failed engine.
viii. Recovers within 20° of the entry heading.
ix. Advances power smoothly on operating engine and accelerates to
VXSE/VYSE, as appropriate, ± 5 knots, during the recovery.
9. Common Errors –
a. Improper setup.
b. Inability to establish zero-sideslip.
c. Inability to recognize loss of directional control or an imminent stall.
d. Failure to pitch down for blue line while idling the “good” throttle.
10. References –
a. AFH, Ch. 12
b. FAA-S-8081-14A
c. FAA-S-8081-12B