ME & SE Aerodynamics And Maneuvers

Question 1

Vmc (Minimum controllable airspeed)

Answer 1

Is the calibrated airspeed at which, when the critical engine is suddenly rendered inoperative, it is possible to maintain control of the airplane with that engine still inoperative, and thereafter maintain straight and level flight at the same airspeed with an angle of bank of not more than 5 degrees.

Question 2

Vmc speed

Answer 2

80 mph

Question 3

What factors determine Vmc?

Answer 3

Windmilling prop, unfavorable weight, rearward CG, out of ground effect, gear position, power setting, flap position, trim setting

Question 4

Which prop configuration causes the most drag?

Answer 4

Windmilling prop

Question 5

How much angle of bank is needed during Vmc?

Answer 5

2-3° but not more 5°

Question 6

What makes an airplane turn?

Answer 6

Horizontal component of lift

Question 7

How many redlines are there and what speeds do the represent?

Answer 7

2 redlines

• Vmc: 80 mph
• Vne: 217 mph

Question 8

What is the blue line on the ASI?

Answer 8

Vyse: 105 (best single-engine rate of climb speed)

Question 9

Rudder effectiveness is directly proportional to

Answer 9

The airspeed because an increase in airspeed causes an increase in airflow over the control surfaces

Question 10

Vmc decreases as altitude

Answer 10

Increases because the good engine produces less power

Question 11

Factors determine Vmc

Answer 11

C: Critical engine inoperative and windmilling
R: Rearward CG 
M: Most unfavorable weight 
A: Airborne and out of ground effect
L: Landing gear retracted
O: Operating engine full power
F: Flaps takeoff configuration
T: Trim set for takeoff

Question 12

Three types of dead engine prop position

Answer 12

Windmilling
Stopped
Feathered

Question 13

In a conventional airplane, which engine is critical?

Answer 13

The left engine

Question 14

With respect to CG placement, as the CG moves forward the distance from the rudder becomes greater. Therefore,

Answer 14

The rudder will become more effective and will require less deflection for a given airspeed (law of the lever)

Question 15

With relation to Vmc, forward CG =

Answer 15

Lower Vmc

Question 16

With relation to Vmc, rearward CG =

Answer 16

Higher Vmc

Question 17

Does a heavier airplane have a higher or lower horizontal component of lift?

Answer 17

Higher, therefore the heavier airplane will have more turning force towards the operating engine.

Question 18

Why does a heavier airplane have a higher resistance to yawing and rolling towards the inoperative engine?

Answer 18

The power of the operating engine will be less effective in displacing the heavier aircraft

Question 19

What are the three periods of time the FAA used different weight when calculating Vmc for certification?

Answer 19

Before 1996: Max gross
1996-2018: Unfavorable weight
2018-Present: Max takeoff weight

Question 20

Landing gear provide three distinct changes in aerodynamics that will affect Vmc. What are they?

Answer 20

Change of CG
Addition of drag behind the CG cause by the main gear
The keel effect that is generated by extending the gear

Question 21

Flap Takeoff Configuration: 5°-15°

Answer 21

The airplane will experience a significant increase in lift with a small drag penalty

Question 22

Flap Takeoff Configuration: 15°-25°

Answer 22

At middle flap setting, the airplane will have an equal increase in lift and drag

Question 23

Flap Takeoff Configuration: 25°-40°

Answer 23

At high flap settings, the airplane will sustain a higher penalty than the amount of lift developed.

Question 24

Vmc with decrease by how many knots per degree of bank?

Answer 24

3 kts per degree of bank

Question 25

During engine failure you should

Answer 25

Pitch
Power
Drag
Identify 
Verify 
Troubleshoot 
Feather

Question 26

During Pitch, you should

Answer 26

Pitch and maintain directional control

- Vyse (Blue line)

Question 27

During Power, you should

Answer 27

Indicated in the POH
Usually mixtures rich
Propeller controls full forward
Throttles full forward

Question 28

During Drag, you should

Answer 28

Gear up

Flaps up

Question 29

During identify, you should

Answer 29

Dead foot = Dead engine

If the left engine fails the airplane will yaw to the left, causing the use of right rudder pressure

Question 30

During verify, you should

Answer 30

Pull the throttle back on the suspected failed engine

If it is correct, no change will be noticed

Question 31

During troubleshoot, you should

Answer 31

Should only be done if you have sufficient time and altitude
Follow the procedures outlined in the POH

Question 32

During feathering, you should

Answer 32

Depends on whether it is an actual engine failure or a simulated engine failure

Actual:
Feather immediately in a low altitude or IMC situation
Feather before the lock pins engage at low RPM, preventing feathering

Simulated:
Normally you do not actually feather. Instructor will position in zero thrust position
When actually feathering, make sure you are at sufficient altitude in the event of failed restart

Question 33

How to restart engine

Answer 33

With un-feathering accumulators, move propellor back to cruise
Without un-feathering accumulators, started must be engaged
Once engine restarts, keep the power to a minimum until the temperatures are within the normal operating range

Question 34

How do you monitor the operative engine

Answer 34

Monitor the temperature gauges to make sure to avoid overheating
Open the cowl flaps and full rich mixture
Turn off any unnecessary electrical equipment. Loss of power means loss of alternator
Understand your systems interrelate to recognize any other potential problem