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!

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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

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

Newer Instrument – Chapter 1
Older Private Pilot Ground School Final