PA.X.B.S8
SkillAdvance power smoothly on the operating engine and accelerate to VSSE/VYSE, as appropriate, +10/-5 knots during recovery.
From the FAA library
- Chapter 13: Transition to Multiengine Airplanes › Engine Inoperative Flight Principles › Derivation of VMC
been determined under the following conditions outlined in historical 14 CFR part 23, section 23.149: ⦁ Maximum available takeoff power initially on each engine (section 23.149(b)(1)). VMC increases as power is increased on the operating engine. With normally aspirated ... engines, VMC is highest at takeoff power and sea level, and decreases with altitude. With turbocharged engines, takeoff power, and therefore VMC, remains constant with increases in altitude up to the engine's critical altitude (the altitude where the engine…
- Chapter 13: Transition to Multiengine Airplanes › Engine Inoperative Flight Principles › ⦁ All propeller controls in the recommended takeoff position throughout VMC determination
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 ... 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…
- Chapter 15: Transition to Turbopropeller-Powered Airplanes › Operational Considerations
Operational Considerations As previously stated, a turboprop airplane flies just like any other piston engine airplane of comparable size and weight. It is the operation of the engines and airplane systems that makes the turboprop airplane different from its piston ... engine counterpart. Pilot errors in engine and/or systems operation are common causes of aircraft damage or loss of aircraft control. There are two engine-related issues that should be considered when a pilot transitions to turboprop operations. The first issue…
- Chapter 13: Transition to Multiengine Airplanes › Engine Inoperative Flight Principles › VMC Demo Stall Avoidance
stalled condition. Avoid stalls with asymmetrical thrust, such that the VMC demonstration does not degrade into a single-engine stall. A VMC demonstration that is allowed to degrade into a single-engine stall with high asymmetrical thrust may result ... conducted by artificially limiting rudder travel to simulate maximum available rudder. A speed well above VS (approximately 20 knots) is recommended when limiting rudder travel. The rudder limiting technique avoids the hazards of spinning as a result of stalling with…
- Chapter 16: Transition to Jet-Powered Airplanes › Pilot Sensations in Jet Flying
effective slipstream over the lifting and control surfaces, and the lack of propeller torque effect. Even though moving the power levers has less effect at low power settings, the pilot should change power settings smoothly. To slow the airplane ... transitioning pilot may also need to learn when to use available drag devices appropriately. Transitioning pilots should learn power setting management for different situations. Power settings for desired performance vary because of significant changes in airplane weight as fuel…
- 14 CFR § 61.58 Pilot-in-command proficiency check: Operation of an aircraft that requires more than one pilot flight crewmember or is turbojet-powered.
Pilot-in-command proficiency check: Operation of an aircraft that requires more than one pilot flight crewmember or is turbojet-powered. see § 61.14); as listed in appendix A of this part appropriate to the rating held, in an aircraft that ... type certificated for more than one pilot flight crewmember or is turbojet powered; (2) The practical test required for a type rating, in an aircraft that is type certificated for more than one required pilot flight crewmember or is turbojet…