AI.XIII.B.S2

From the FAA library

• Airplane Flying Handbookp. 13-28
  Chapter 13: Transition to Multiengine Airplanes › Engine Inoperative Flight Principles › OEI Climb Performance

  Climb performance is reduced by the moderate sideslip. With wings level, VMC is significantly higher than published as there is no horizontal component of lift available to help the rudder combat asymmetrical thrust. Figure 13-15. Wings level engine ... flight. 2. Engine inoperative flight using ailerons alone requires an 8–10° bank angle toward the operative engine. [Figure 13-16] This assumes no rudder input, the ball is displaced well toward the operative engine, and climb performance is greatly…

• Airplane Flying Handbookp. 3-19
  Chapter 3: Basic Flight Maneuvers › Climbs and Climbing Turns › Establishing a Climb

  Establishing a Climb A straight climb is entered by gently increasing back pressure on the elevator flight control to the pitch attitude referencing the airplane’s nose to the natural horizon while simultaneously increasing engine power to the climb power ... setting. The wingtips should be referenced in maintaining the climb attitude while cross-checking the flight instruments to verify performance. In many airplanes, as power is increased, an increase in slipstream over the horizontal stabilizer causes the airplane’s pitch…

• Airplane Flying Handbookp. 13-25
  Chapter 13: Transition to Multiengine Airplanes › Engine Inoperative Flight Principles › ⦁ All propeller controls in the recommended takeoff position throughout VMC determination

  with the minimum speed for directional control under a very specific set of circumstances, and not the optimum airplane attitude or configuration for climb performance. During dynamic VMC determination in aircraft certification, cuts of the critical engine using the mixture ... which directional control could be maintained within 20° of the original entry heading when a cut of the critical engine was made. During such tests, the climb angle with both engines operating was high, and the pitch attitude following…

• Airplane Flying Handbookp. 13-23
  Chapter 13: Transition to Multiengine Airplanes › Engine Inoperative Flight Principles › Derivation of VMC

  Engine Inoperative Flight Principles There are two main considerations for OEI operations—performance and control. Multiengine pilots learn to operate the airplane for maximum rate of climb performance at the blue radial indicated airspeed by training to fly without sideslip ... Pilots also learn to recognize and recover from loss of directional control associated with the red radial indicated airspeed by performing a VMC demonstration. Since the object of a VMC demonstration is not performance, sideslip occurs during the maneuver. Detailed…

• Instrument Flying Handbookp. 7-2
  Chapter 7, Section I: Airplane Basic Flight Maneuvers › Straight-and-Level Flight › Attitude Indicator

  Attitude Indicator The attitude indicator gives the direct indication of pitch attitude. The desired pitch attitude is gained by using the elevator control to raise or lower the miniature aircraft in relation to the horizon bar. This corresponds ... pitch attitude is adjusted in visual flight by raising or lowering the nose of the airplane in relation to the natural horizon. However, unless the airspeed is constant, and until the level flight attitude for that airspeed has been identified…

• Instrument Flying Handbookp. 7-34
  Chapter 7, Section II: Airplane Basic Flight Maneuvers › Straight-and-Level Flight

  Straight-and-Level Flight The pitch attitude of an airplane is the angle between the longitudinal axis of the airplane and the actual horizon. In level flight, the pitch attitude varies with airspeed and load. For training purposes, the latter ... factor can normally be disregarded in small airplanes. At a constant airspeed, there is only one specific pitch attitude for level flight. At slow cruise speeds, the level flight attitude is nose-high with indications as in Figure…