Flight Instructor for Airplane Category › XIII. Multiengine Operations › Task A. Maneuvering with One Engine Inoperative (AMEL, AMES)

AI.XIII.A.S7

Skill

Maintain altitude ±100 feet or minimum sink rate if applicable, airspeed ±10 knots, and selected headings ±10°.

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Study note

Get a short, cited explanation of this element written from the FAA handbooks: the core idea, the numbers that matter, common test traps, and a quick self-check.

From the FAA library

Airplane Flying Handbook p. 3-21
Chapter 3: Basic Flight Maneuvers › Glides
pilot should use 10 percent (100 feet in this example) as the distance above the desired level-off altitude to begin raising the nose and adding power to stop the descent and maintain airspeed. Although glides are directly related…
Airplane Flying Handbook p. 13-10
Chapter 13: Transition to Multiengine Airplanes › Performance and Limitations
half feet per 100 feet of horizontal travel. Climb gradient may also be expressed as a function of altitude gain per nautical mile (NM), or as a ratio of the horizontal distance to the vertical distance (10:1, for example ... Climb gradient. ⦁ The all-engine service ceiling of multiengine airplanes is the highest altitude at which the airplane can maintain a steady rate of climb of 100 fpm with both engines operating. The airplane has reached its absolute ceiling when…
Airplane Flying Handbook p. 3-24
Chapter 3: Basic Flight Maneuvers › Glides › Gliding Turns
application to maintain or increase airspeed while the pilot raises the nose to stop the descent and re-trims the airplane as necessary. The level-off from a practice glide should be started before reaching the desired altitude because ... rate of descent and the desired airspeed upon completion of the level off. For example, assume the aircraft is in a 500 fpm rate of descent, and the desired final airspeed is higher than the glide speed. The altitude lead…
Pilot's Handbook of Aeronautical Knowledge p. 5-5
Chapter 5: Aerodynamics of Flight › Lift
area of 100 square feet. Two major aerodynamic factors from the pilot’s viewpoint are lift and airspeed because they can be controlled readily and accurately. Of course, the pilot can also control density by adjusting the altitude ... However, for most situations, the pilot controls lift and airspeed to maneuver an aircraft. For instance, in straight-and-level flight, cruising along at a constant altitude, altitude is maintained by adjusting lift to match the aircraft’s velocity…
Instrument Flying Handbook p. 7-5
Chapter 7, Section I: Airplane Basic Flight Maneuvers › Straight-and-Level Flight › Vertical Speed Indicator (VSI)
Pitch correction, less than 100 feet—one-half bar low to correct altitude error. When using the VSI as a rate instrument and combining it with the altimeter and attitude indicator to maintain level flight, a pilot should know that ... altitude governs the rate that should be used to return to that altitude. A rule of thumb is to make an attitude change that results in a vertical-speed rate approximately double the error in altitude. For example, if altitude…
Helicopter Flying Handbook p. 11-8
Chapter 11: Helicopter Emergencies and Hazards › Autorotation › Technique (How to Practice)
100 feet AGL. If a go-around is to be made, the cyclic control should be moved forward to resume forward flight. In transition from a practice autorotation to a go-around, exercise caution to avoid an altitude-airspeed combination ... affect rotor rpm placing the helicopter in a situation that cannot be recovered. The cyclic must be adjusted to maintain the required airspeed without power, and then used for the deceleration flare, followed by the transition to level hovering flight…