Zenda Multi Engine Checkride Prep

Won’t climb more than 50 feet/minute on 1 engine

Won’t climb more than 100 feet/minute with both engines operating

The distance required to accelerate to V1 with all engines at takeoff power, experience an engine failure at V1, and abort the takeoff and bring the airplane to a stop using braking action only (use of thrust reversing is not considered)

the horizontal distance required to continue the takeoff and climb to 50. feet, assuming an engine failure at VR or VLOF, as specified by the manufacturer.

The critical engine of a multi-engine, fixed-wing propeller-driven aircraft is the one whose failure would result in the most adverse effects on the aircraft's handling and performance.

No

An emergency exit is provided as an openable window on the left side of the airplane as indicated by the emergency exit placard. The cabin door, the optional cargo door and/or the openable window on the right side of the cabin may be used for egress if required. The right openable window operates in the same manner as the emergency exit for egress. To open emergency exit: 1. Unlatch window 2. Pull pin and push window out.

1. LDG GR MOTOR Circuit Breaker – PULL 2. Landing Gear Handle – DOWN 3. Remove cover from handcrank at rear of front seats. Engage handcrank and turn counterclockwise as far as possible (approximately 50 turns). Stow handcrank. 4. Check mechanical indicator to ascertain that gear is down. 5. If electrical system is operative, check landing gear position lights and warning horn (check LDG GR RELAY circuit breaker engaged).

V1

Immediately after take-off, prior to safe single engine speed – lower your nose to gain airspeed, if can’t climb close both throttles and land straight ahead. If you CAN climb, reduce drag, follow all procedures, and come in for a safe landing. It is always better to prepare for a safe, controlled emergency landing than to try to force a climb and lose control.

5300 lbs

5324 lbs

400 lbs

120 lbs

300 lbs

120

73

83

86

96

101

99

152

122

152

156

79

223

195

22

84

2700 RPM

Standard Day

Max (Gross) Weight (newer planes are minimum weight)

Aft CG

Critical engine propeller windmilling (not feathered)

Flaps up (Normal take-off position), Gear up

Up to 5 degrees bank into the operative engine

Max Power on the operative engine

Electric with rods, cranks, and cables

Electric, safety (squat) switch left gear strut, prevents gear from retracting when aircraft is on the ground

Red means in transit, green means down, no lights mean gear is up

Press to test button on instrument panel verifies lights

Intensity of lamps are lowered for night flights when nav lights are on, so, if nav lights are on during day, gear lights are “invisible!”

3 instances of gear warning horn: 12 inches MP or less, gear selector in up position on ground (safety or squat switch prevents this), full flaps position with gear not extended

136 g Useable, 68 g Each main. 100 (Blue) 130 (Green)

13 g in each wing (Yellow Arc) Yellow Arc is 0 to 1/8 full

High for start or loss of engine driven pump, low if OAT> 90 or high altitudes

Level Flight only, inop engine to off position, aux fuel pump on operative engine on LOW, good engine to crossfeed, then fuel pump off or low as required

30 Seconds

12 quarts each engine, Fly with 9 minimum

2 50 amp 24 volt gear- driven

2 voltage regulators, only one in use at a time, adjusts alternator output and charges battery

2 25 amp 12 Volt lead acid batteries connected in series beneath floor of nose luggage compartment

GPU hookup is in left nacelle. GPU Start: Battery on, Alternators off, Start right engine first, turn right alternator on, then unhook GPU (remove GPU before starting left engine since plug is on left side)

BLOWER, OFF, HEATER TO HEATER ( Blower operates when gear is down and CABIN AIR is> 1/2 in

Volume of air, push forward for maximum heat, can pull out partially, but if more than 1/2 , cuts heater off

pull out for hotter

Push in for defrost

pull out (if more needed to defrost, push these in) these are for rear outlets also

Use heater only when the gear is in the up position, which enables ram air to flow across heater

In flight, CABIN AIR and Cabin Heat controls forward Ground: CABIN AIR forward and switch to BLOWER

stay in pattern, land, close door on ground

Slow to 104 kts, open storm window to reduce cabin pressure, Bank to right, Left Rudder (right slip), close door

!

13.35 GPH/Engine, Range 830 NM

Lose Engine just prior to rotating & abort the take off

P-Factor(assymetric thrust = yaw) At high angles of attack, the descending blade (right blade) produces more thrust than the ascending blade (left blade). The descending blade on the right engine has a longer arm from the CG than the descending (right) blade of the left engine, creating a yaw force to the left. P-Factor causes a conventional twin to yaw to the left. Failure of the left engine will cause more loss of directional than loss of the right engine because of the longer arm of the right engine's thrust from the CG.

As a result of p-factor, stronger induced lift is produced on the right side of the right engine than on the left side of the left engine by the prop wash. In case of a left engine failure, there would be a strong moment, rolling the plane to the left. Also on a failure of the left engine, less negative lift will be produced by the tail, resulting in a pitch down.

The spiraling slipstream from the left engine hits the tail from the left. In case of a right engine failure on a conventional twin, this tail force will counteract the yaw towards the right engine; but in case of a left engine failure, the slipstream does not hit the tail to counteract the yaw, so there is more loss of directional control.

For every action there is an opposite and equal reaction (Newton’s 3rd law of motion). As a result of the propellers turning clockwise on a conventional twin, there is a left rolling tendency of the airplane. If the right engine fails, this left roll tendency will help us maintain control and resist the right roll towards the right, dead engine, caused by asymmetric thrust. If the left engine fails, the left roll tendency by torque will add to the left turning force caused by asymmetric thrust, making it much more difficult to maintain directional control. This makes the left engine critical. On a counter-rotating twin, no matter which engine fails, torque will oppose the roll created by asymmetric thrust.

1. Full power 2. All flaps up 3. Gear Up 4. Configure for training cruise (MP to 18", Props 2300 RPM) Caution: Do not let the nose drop. this plane can power its way out of a stall without losing any altitude