By

Diego M. Alfonso

DISCLAIMER
JUST IN CASE WE MAY HAVE A
DIFFERENCE OF OPINION, ALL THE
INFORMATION USED FOR THIS
PRESENTATION
HAS
BEEN
OBTAINED FROM THE FOLLOWING
FAA PUBLICATIONS: AC61-21A, FAA8083-3 AC61-23C, AIM, FARS AND
THE PRACTICAL TEST STANDARDS
BOOKLETS. P.T.S.

IT HAS NOTHING
TO DO WITH WHAT
I LIKE OR WHAT I
THINK IT SHOULD
BE DONE.

DEMONSTRATING THE
EFFECTS OF VARIOUS
AIRSPEEDS AND
CONFIGURATIONS
DURING ENGINE
INOPERATIVE
PERFORMANCE

TWO
PROCEDURES

VYSE
AND
DRAG
DEMO

WHY DO WE
HAVE TO
PERFORM VYSE
AND DRAG
DEMO?

AS IN ALL MANEUVERS WE DEVELOP:

KNOWLEDGE
PLANNING
TIMING
COORDINATION

ASSOCIATING WHAT HAS BEEN

LEARNED, UNDERSTOOD AND
APPLIED WITH PREVIOUS OR
SUBSEQUENT LEARNING

I FIND THIS IS ONE OF

THOSE MANEUVERS
THAT IS PERFORMED
MECHANICALLY.
WITH NO IDEA OF WHY
WE ARE DOING IT?

Objective
OF
VYSE DEMO

To determine that the applicant:

1. Exhibits knowledge of the
elements related to the effects of
various airspeeds and
configurations during engine
inoperative performance by
describing -

(a) selection of
proper altitude for
the demonstration.
NOT NECESSARILY 3,000

(b) proper entry procedure

to include pitch attitude,
bank attitude, and
airspeed.

(c) effects on
performance of
airspeed changes at,
above, and below
VYSE-

WHAT IS THE
INTENT OF
EXPERIMENTING
WITH LOWER OR
HIGHER
AIRSPEEDS?

THE
PROGRAMMING
IS TO EMPHASIZE
AIRSPEED NOT
ALTITUDE

WHY 10
KNOTS ABOVE
AND BELOW
VYSE?

IT IS NOT TO SHOW
THAT THE AIRPLANE
WILL NOT PERFORM
SATISFACTORILY
ABOVE OR BELOW
BLUE LINE.

A IR S P E E D

240

M PH

40

220

60
80

200

100

180
160

140

120

A IR S P E E D

240

M PH

40

220

60
80

200

100

180
160

140

120

A IR S P E E D

240

M PH

40

220

60
80

200

100

180
160

140

120

YOU ARE NEVER GOING

TO OBTAIN THE
PUBLISHED BEST SINGLE
ENGINE CLIMB
PERFORMANCE AT
BLUE LINE UNLESS YOU
ARE AT SEA LEVEL ON A
STANDARD DAY.

KNOWN FACT
VYSE
DECREASES
WITH
ALTITUDE

THEN THERE IS
ANOTHER QUESTION
IS THE AIRSPEED
INDICATOR
ACCURATE?

HOW WILL THIS

MANEUVER HELP
US IN THE EVENT
OF AN
ENGINE FAILURE?

THERE ARE
ACTUALLY THREE
PHASES TO THE
RESPONSE OF AN
ENGINE FAILURE

ESTABLISH INITIAL
CONTROLLABILITY
AND PERFORMANCE

PART ONE
*BLUE LINE
*DIRECTIONAL CONTROL
*INITIAL ZERO SIDE SLIP

PART TWO
TAKEOFF
*POWER UP
*CLEAN UP
*IDENTIFY
*VERIFY
*FEATHER

ENROUTE
*POWER UP
*CLEAN UP
*IDENTIFY
*VERIFY
*FIX UP
*FEATHER

PART THREE

ESTABLISH
BEST
PERFORMANCE

HOW DO WE KNOW WE
ARE GETTING THE
MOST
PERFORMANCE
DURING SINGLE
ENGINE OPERATION?

MAXIMUM AVAILABLE POWER

NO UNNECESSARY DRAG
STRAIGHT FLIGHT
ACTUAL VYSE
ZERO SIDE SLIP

THE
SIDE
SLIP

STRAIGHT AND LEVEL FLIGHT

CLIMBING FLIGHT

ENGINE FAILURE

Relative
Wind

ENGINE FAILURE

EFFECTS
OF THE
SIDE SLIP

Relative
Wind

Eliminating
the
Side Slip

ELIMINATING THE SIDE SLIP

ELIMINATING THE SIDE SLIP

IS ZERO SIDE SLIP

COORDINATED
OR
UNCOORDINATED
FLIGHT

YES IT IS
PERFECTLY SAFE
TO TURN TOWARDS
THE INOPERATIVE
ENGINE.

MUST MAINTAIN VYSE

AND
ZERO SIDE SLIP

WHY ARE WE DESCENDING?

A IR S P E E D

M PH

240

40

220

A LT

60

3 0 .0 0

80

200

100

180
160

140

120

set

set

2 M IN .
E L E C T R IC

VSI
set

YES WE CAN SLIP TO

A LANDING IN A
MULTIENGINE
AIRPLANE WITH
ONE ENGINE
INOPERATIVE

REALISTIC
SCENARIOS
ENGINE FAILURE ON IFR DEPARTURE
ENGINE FAILURE ON A GO AROUND WITH
FLAPS AND GEAR DOWN

VMC

SPIRALING
SLIPSTREAM

TYPICAL
AIRPLANE
VYSE 94 MPH

VYSE 94 MPH
137 PER SECOND
27 IN 1/5 OF A SEC.

30
27
3

AZTEC C

REACTION
TO
TORQUE

WE HAVE TRAINED FOR TOO LONG AT A DENSITY ALTITUDE

THAT WILL ALLOW THE AIRPLANE TO MAINTAIN ALTITUDE

ARE WE ABOVE THE SINGLE ENGINE ABSOLUTE CEILING?

DURING TRAINING THE AIRCRAFT IS LIGHT AND IT MAY

PERFORM