1. By Diego M. Alfonso

3. DISCLAIMER JUST 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.”

4. IT HAS NOTHING TO DO WITH WHAT I LIKE OR WHAT I THINK IT SHOULD BE DONE.

5. DEMONSTRATING THE EFFECTS OF VARIOUS AIRSPEEDS AND CONFIGURATIONS DURING ENGINE INOPERATIVE PERFORMANCE

6. TWO PROCEDURES

7. VYSE AND DRAG DEMO

8. WHY DO WE HAVE TO PERFORM VYSE AND DRAG DEMO?

9. AS IN ALL MANEUVERS WE DEVELOP: KNOWLEDGE PLANNING TIMING COORDINATION ASSOCIATING WHAT HAS BEEN LEARNED, UNDERSTOOD AND APPLIED WITH PREVIOUS OR SUBSEQUENT LEARNING

10. I FIND THIS IS ONE OF THOSE MANEUVERS THAT IS PERFORMED MECHANICALLY. WITH NO IDEA OF WHY WE ARE DOING IT?

11. Objective OF V YSE DEMO

12. 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 -

13. (a) selection of proper altitude for the demonstration. NOT NECESSARILY 3,000’

14. (b) proper entry procedure to include pitch attitude, bank attitude, and airspeed.

15. (c) effects on performance of airspeed changes at, above, and below VYSE-

16. WHAT IS THE INTENT OF EXPERIMENTING WITH LOWER OR HIGHER AIRSPEEDS?

17. THE PROGRAMMING IS TO EMPHASIZE AIRSPEED NOT ALTITUDE

18. WHY 10 KNOTS ABOVE AND BELOW VYSE?

19. IT IS NOT TO SHOW THAT THE AIRPLANE WILL NOT PERFORM SATISFACTORILY ABOVE OR BELOW BLUE LINE.

23. YOU ARE NEVER GOING TO OBTAIN THE PUBLISHED BEST SINGLE ENGINE CLIMB PERFORMANCE AT BLUE LINE UNLESS YOU ARE AT SEA LEVEL ON A STANDARD DAY.

24. VYSE DECREASES WITH ALTITUDE KNOWN FACT

25. IS THE AIRSPEED INDICATOR ACCURATE? THEN THERE IS ANOTHER QUESTION

26. HOW WILL THIS MANEUVER HELP US IN THE EVENT OF AN ENGINE FAILURE?

27. THERE ARE ACTUALLY THREE PHASES TO THE RESPONSE OF AN ENGINE FAILURE

28. ESTABLISH INITIAL CONTROLLABILITY AND PERFORMANCE

29. PART ONE *INITIAL ZERO SIDE SLIP *BLUE LINE *DIRECTIONAL CONTROL

30. PART TWO TAKEOFF *POWER UP *CLEAN UP *IDENTIFY *VERIFY *FEATHER ENROUTE *POWER UP *CLEAN UP *IDENTIFY *VERIFY *FIX UP *FEATHER

31. ESTABLISH BEST PERFORMANCE PART THREE

32. HOW DO WE KNOW WE ARE GETTING THE MOST PERFORMANCE DURING SINGLE ENGINE OPERATION?

33. ZERO SIDE SLIP ACTUAL V YSE STRAIGHT FLIGHT NO UNNECESSARY DRAG MAXIMUM AVAILABLE POWER

34. THE SIDE SLIP

35. STRAIGHT AND LEVEL FLIGHT

36. CLIMBING FLIGHT

37. ENGINE FAILURE X

38. X Relative Wind

39. EFFECTS OF THE SIDE SLIP

40. Relative Wind

41. Eliminating the Side Slip

42. ELIMINATING THE SIDE SLIP X

43. X

44. IS ZERO SIDE SLIP COORDINATED OR UNCOORDINATED FLIGHT

45. YES IT IS PERFECTLY SAFE TO TURN TOWARDS THE INOPERATIVE ENGINE.

46. X MUST MAINTAIN VYSE AND ZERO SIDE SLIP

47. WHY ARE WE DESCENDING?

48. YES WE CAN SLIP TO A LANDING IN A MULTIENGINE AIRPLANE WITH ONE ENGINE INOPERATIVE

49. REALISTIC SCENARIOS ENGINE FAILURE ON IFR DEPARTURE ENGINE FAILURE ON A GO AROUND WITH FLAPS AND GEAR DOWN

50. VMC

53. SPIRALING SLIPSTREAM

54. TYPICAL AIRPLANE V YSE 94 MPH

55. 137’ PER SECOND 27’ IN 1/5 OF A SEC. 30’ 27’ 3’ AZTEC “C”

56. 4’

57. REACTION TO TORQUE

58. 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