CA.IX.F.K5
KnowledgeImportance of drag reduction, including propeller feathering, gear and flap retraction, the manufacturer’s recommended control input and its relation to zero sideslip.
From the FAA library
- Chapter 13: Transition to Multiengine Airplanes › Operation of Systems › Feathering Propellers
engine airplanes. However, there are certain features that are found more often in airplanes with two or more engines. Feathering Propellers Although the propellers of a multiengine airplane may appear identical to a constant-speed propeller used in many single ... engine airplanes, this is usually not the case. The pilot of a typical multiengine airplane can feather the propeller of an inoperative engine. Since it stops engine rotation with the propeller blade streamlined with the airplane’s relative wind, feathering…
- Chapter 13: Transition to Multiengine Airplanes › Multiengine Training Considerations
have set zero thrust and the right engine is simulated feathered." Any ambiguity as to who is operating what systems or controls increases the likelihood of an unintended outcome. Following a simulated engine failure, the instructor cares for the "failed ... engine just as the learner cares for the operative engine. If zero thrust is set to simulate a feathered propeller, the cowl flap is normally closed and the mixture leaned. An occasional clearing of the engine is also desirable…
- Chapter 3: Basic Flight Maneuvers › Effect and Use of Flight Controls
With the pilot’s hand: ⦁ When pulling the elevator pitch control toward the pilot, which is an aft movement of the control wheel, yoke, control stick, or side stick controller (referred to as adding back pressure), the airplane’s nose ... will rotate backwards relative to the pilot around the pitch (lateral) axis of the airplane. Think of this movement from the pilot’s feet to the pilot’s head. ⦁ When pushing elevator pitch control toward the instrument panel, (referred…
- Chapter 12: Transition to Complex Airplanes › Controllable-Pitch Propeller › Constant-Speed Propeller
Figure 12-6. Controllable-pitch propeller pitch angles. When an airplane engine runs at a constant governed speed, the torque (force) exerted by the engine at the propeller shaft equals the force resisting the moving blades. The pilot uses ... propeller control to change engine rpm by adjusting the propeller blade pitch, which increases or decreases the air resistance on the rotating propeller. For example, pulling back on the propeller control moves the propeller blades to a higher pitch. This…
- Chapter 13: Transition to Multiengine Airplanes › Low Altitude Engine Failure Scenarios › Control
Landing Gear Control Selected Up, Single-Engine Climb Performance Adequate If the single-engine rate of climb is adequate, the procedures for continued flight should be followed. [Figure 13-20] There are four areas of concern: control, configuration, climb ... checklist. Figure 13-20. Landing gear up—adequate climb performance. Control The first consideration following engine failure during takeoff is to maintain control of the airplane. Maintaining directional control with prompt and often aggressive rudder application and STOPPING…
- Chapter 7: Propellers › Turboprop Engines & Propeller Control Systems › Turbo-Propeller Assembly
Turbo-Propeller Assembly The turbo-propeller provides an efficient and flexible means of using the power of the engine at any condition in flight (alpha range). [Figure 7-47] For ground handling and reversing (beta range), the propeller ... operated to provide either zero or negative thrust. The major subassemblies of the propeller assembly are the barrel, dome, low-pitch stop assembly, overspeed governor, pitch control unit, auxiliary pump, feather and unfeather valves, torque motor, spinner, deice timer, beta…