PA.X.A.K1

From the FAA library

• 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

  determination of VMC in certification is solely concerned 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 control are performed by flight test pilots while gradually reducing the speed with each attempt. VMC is the minimum speed at which directional control could be maintained within 20° of the original…

• 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…

• Airplane Flying Handbookp. G-18
  Glossary › Numbers and Symbols

  Stalling speed or the minimum steady flight speed in the landing configuration. In small airplanes, this is the power-off stall speed at the maximum landing weight in the landing configuration (gear and flaps down). The lower limit ... white arc. VS1. Stalling speed or the minimum steady flight speed obtained in a specified configuration. For most airplanes, this is the power-off stall speed at the maximum takeoff weight in the clean configuration (gear up, if retractable…

• Pilot's Handbook of Aeronautical Knowledgep. 5-35
  Chapter 5: Aerodynamics of Flight › Load Factors › Load Factors and Stalling Speeds

  airplane with a normal stalling speed of 60 knots stalled at 102 knots undergoes a load factor equal to the square of the increase in speed, or 2.89 Gs (1.7 × 1.7 = 2.89 Gs). (The above figures are approximations ... considered as a guide, and are not the exact answers to any set of problems. The design maneuvering speed should be determined from the particular airplane’s operating limitations provided by the manufacturer.) Operating at or below design maneuvering speed…

• Airplane Flying Handbookp. 13-1
  Chapter 13: Transition to Multiengine Airplanes › Terms and Definitions

  single-engine airplanes operate differently during an engine failure. In a multiengine airplane, loss of thrust from one engine affects both performance and control. The most obvious problem is the loss of 50 percent of power, which reduces climb performance ... climb or maintain altitude in a light-twin may not exist. After an engine failure, asymmetrical thrust also creates control issues for the pilot. Attention to both these factors is crucial to safe OEI flight. Terms and Definitions Pilots…

• Aviation Maintenance Technician Handbook - Powerplantp. 4-16
  Chapter 4: Engine Ignition & Electrical Systems › FADEC System Description › Electronic Control Unit (ECU)

  Figure 4-27. Electronic control unit. 3 controls cylinders 5 and 6. Each ECU is divided into upper and lower portions. The lower portion contains an electronic circuit board, while the upper portion houses the ignition coils. Each electronic control ... board contains two independent microprocessor controllers that serve as control channels. During engine operation, one control channel is assigned to operate a single engine cylinder. Therefore, one ECU can control two engine cylinders, one control channel per cylinder. The control…