These flashcards are meant to help you study and prepare for Zendas Multi Engine course. Once you know these questions and answers backwards and forwards, you are ready for the oral portion of the check ride! Name Email Definitions Single Engine Service Ceiling Won’t climb more than 50 feet/minute on 1 engine Definitions Multi Engine Service Ceiling Won’t climb more than 100 feet/minute with both engines operating Weight Maximum Takeoff/Landing Weight 5300 lbs Weight Maximum Ramp Weight 5324 lbs Baggage Limits Main Rear Compartment (5th and 6th Seats) 400 lbs Baggage Limits Aft Rear Compartment 120 lbs Baggage Limits Nose 300 lbs Emergency Exit Where? Left Cabin Sidewall Emergency Exit How Pull Pin, Push Window Out Emergency Exit What else? The right openable window may also be used. V speeds (Knots) Best Rate of Glide Speed 120 V speeds (Knots) Vso 73 V speeds (Knots) Vs1 83 V speeds (Knots) Vx 86 V speeds (Knots) Vxse 96 V speeds (Knots) Vy 101 V speeds (Knots) Vyse (blue line) 99 V speeds (Knots) Vfe Max flap extension 15 degrees 152 V speeds (Knots) Full Flap Speed (White Arc) 122 V speeds (Knots) Vle 152 V speeds (Knots) Va 156 V speeds (Knots) Vmc (Loss of directional control) 79 V speeds (Knots) Vne 223 V speeds (Knots) Vno (Maximum structural cruising speed) 195 V speeds (Knots) Maximum Demonstrated Crosswind 22 V speeds (Knots) Vsse (Safe Single Engine Speed)/CFI speed 84 Engines Continental IO-520 285HP @ 2700 RPM The manufacturer determines Vmc under the following conditions S Standard Day The manufacturer determines Vmc under the following conditions M Max (Gross) Weight (newer planes are minimum weight) The manufacturer determines Vmc under the following conditions A Aft CG The manufacturer determines Vmc under the following conditions C Critical engine propeller windmilling (not feathered) The manufacturer determines Vmc under the following conditions F Flaps up (Normal take-off position), Gear up The manufacturer determines Vmc under the following conditions U Up to 5 degrees bank into the operative engine The manufacturer determines Vmc under the following conditions M Max Power on the operative engine Vmc ______ as altitude increases, since there is less thrust on the operative engine at higher altitudes Please select your answer decreases increases Flap System Flaps Electric with rods, cranks, and cables Landing Gear System Landing Gear Electric, safety (squat) switch left gear strut, prevents gear from retracting when aircraft is on the ground Landing Gear System Landing Gear Red means in transit, green means down, no lights mean gear is up Landing Gear System Landing Gear Press to test button on instrument panel verifies lights Landing Gear System Landing Gear 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!” Landing Gear System Landing Gear 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 Landing Gear System Backup Gear Extension 1. LDG GR MOTOR Circut breaker- Pull; 2. Landing Gear Handle- Down; 3. Remove cover at rear of front seats. Engage handcrank and turn Counter Clockwise as far as possible (50 turns) disengage handcrank; 4. If electrical system is operative, check landing gear position lights and warning horn (check LDG GR RELAY circuit breaker engaged) Fuel System Total Useable Fuel 136 g Useable, 68 g Each main. 100 (Blue) 130 (Green) Fuel System Takeoffs not permitted with less than... 13 g in each wing (Yellow Arc) Yellow Arc is 0 to 1/8 full Fuel System Aux Pump High for start or loss of engine driven pump, low if OAT> 90 or high altitudes Fuel System Crossfeed Procedures 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 Fuel System Maximum Slip Duration 30 Seconds Oil System Oil Requirements 12 quarts each engine, Fly with 9 minimum Electrical System Alternators 2 50 amp 24 volt gear- driven Electrical System Voltage Regulator 2 voltage regulators, only one in use at a time, adjusts alternator output and charges battery Electrical System Lead Acid Batteries 2 25 amp 12 Volt lead acid batteries connected in series beneath floor of nose luggage compartment Electrical System GPU 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) Heater System Three position switch BLOWER, OFF, HEATER TO HEATER ( Blower operates when gear is down and CABIN AIR is> 1/2 in Heater System CABIN AIR T Handle Volume of air, push forward for maximum heat, can pull out partially, but if more than 1/2 , cuts heater off Heater System Cabin Heat Thermostat pull out for hotter Heater System Defrost Push in for defrost Heater System Pilot and Copilot Air pull out (if more needed to defrost, push these in) these are for rear outlets also Heater System How to reduce Heater Overheat Use heater only when the gear is in the up position, which enables ram air to flow across heater Ventilation Ventilation In flight, CABIN AIR and Cabin Heat controls forward Ground: CABIN AIR forward and switch to BLOWER Doors If Door pops open on takeoff stay in pattern, land, close door on ground Doors Emergency door close Slow to 104 kts, open storm window to reduce cabin pressure, Bank to right, Left Rudder (right slip), close door Performance Please review these examples on POH figures Takeoff distance over 50 ft obstacle: ! Performance Fuel burn at 8000 ft at ISA, 65% power 13.35 GPH/Engine, Range 830 NM Performance Accelerate-stop distance Lose Engine just prior to rotating & abort the take off 4 factors: Why the left engine is critical on conventional twins P 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. 4 factors: Why the left engine is critical on conventional twins Accelerated slipstream (roll and pitch) 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. 4 factors: Why the left engine is critical on conventional twins Spiraling Slipstream 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. 4 factors: Why the left engine is critical on conventional twins Torque (roll) 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. Maneuvers Slow Flight 1. Reduce Manifold Pressure to 15" (bottom of green arc) 2. At 152kts, extend flaps to 15 degrees. 3. Extend gear (hold handle until 3 green) 4. Extend full flaps 5. Props full forward 6. Hands on throttle, (approx 17-19" MP required) maintain 80 kts Maneuvers Slow Flight Recovery 1. Full power 2. All flaps up 3. Gear Up 4. Configure for training cruise (MP to 18", Props 2300 RPM) Maneuvers Power Off- Imminent Stall 1. Reduce manifold pressure to 15" (bottom of green arc) 2. At 152 kts extend flaps to 15 degrees 3. Extend gear (hold handle until 3 green) 4. Extend full flaps 5. Props full forward 6. Reduce power to idle 7. Maintain altitude until stall warning, then recover Maneuvers Power Off imminent stall recovery 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 Maneuvers Emergency Descent 1. Propellers full forward 2. Throttles closed 3. Airspeed 152 kts 4. Landing gear down, Flaps Approach 5. establish 30-45 degree bank, descend as quickly as possible Maneuvers Accelerated Stall Clean Configuration: Gear up, Flaps up; Power to 13" slow to 100 kts, Bank 45 degrees, maintain altitude with back pressure, at first indication (stall or buffet) Simultaneously release back pressure, roll wings level, add full power Maneuvers Steep Turns 1. Slow to at or below maneuvering speed by reducing power to 15" MP, then increase power to about 19"MP 2. Roll Level through 30 degrees of bank, Then add back pressure to maintain altitude while you are rolling to 45 to 50 degrees bank angle; 45 degrees bank +- 5 degrees for private; 50 degrees bank +- 5 degrees for commercial Maneuvers VMC Demonstration 1.Reduce power to 13" MP to slow down 2. Check gear and flaps up 3. As airspeed slows below 122 kts, props full forward 4. Reduce power on left engine to idle to simulate loss of left engine (critical engine) on takeoff 5. Simutaneously add full power and increase pitch to simulate climbing out on right engine 6. hold heading 7. before you "run out of rudder" (can no longer hold heading), recover 8. throttle on right engine to idle. 9. Decrease pitch to reach Vyse (99kts) 10. Demonstration is over fly again at safe speed on operative engine Maneuvers Engine Failure In Flight If in a turn, roll wings level 1. Power Up (Props forward, Throttles forward in that order!) 2. Clean Up (verify flaps and gear are in up positon) Fly the Airplane: Hold heading and altitude 3. Identify, Verify, Feather Identify with “Dead Foot Dead Engine” principle: which foot is not on rudder to assist in holding heading Verify by moving throttle to idle on inoperative engine, and the only sound you should hear is the gear warning horn. You should not hear or feel a power loss; if so, you have identified the wrong engine. After Identify, Verify, Feather the Prop of the Inoperative Engine Time's upTime is Up! 0 Private Pilot Ground School Final