Flight Instructors Training Procedures _revised AIC_x

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(vi).
xiii. Lower approach flap whilst maintaining Vyse.
xiv. Note rate of climb or descent and compare to
(vi).
xv. Performance with gear and approach flap
should be more or less the same as with the
propeller wind milling.
Student should now be aware of just how
much drag the wind milling propeller
produces. It can be stressed that as soon as
the propeller is feathered, there would be an
immediate improvement in the aeroplane’s
climb performance.
xvi. Unfeather and restart the engine as per
aircraft flight manual.
7. DETERMINATION OF ZERO THRUST i. Lookout.
ii. Trim aeroplane for straight and level flight at
approximately 3000’ agl. with gear and flap
retracted.
iii. Throttle back the critical engine, shutdown
and feather.
iv. Fly aeroplane at Vyse. Note aeroplane’s
performance.
v. Leave power /thrust on good engine as is.
Unfeather the critical engine and apply
power/thrust on this engine until performance
is the same as in (iv).
8.
i.
ASYMMETRIC CIRCUITS AND LANDINGS.
(GENERAL)
Control and performance during an engine
failure in the take-off phase.
This is the power/thrust setting for the
particular aeroplane’s weight at this specific
altitude and IAS. Compare the power/thrust
setting obtained to the manufacturer’s
recommended zero thrust setting.
Note: Zero thrust settings vary with variation
in all the listed parameters and especially with
variation in IAS.
i. Lookout.
ii. Take-off briefing/review.
iii. Adopt normal cruising flight at approximately
3000’ agl. and away from the circuit.
iv. Lower the landing gear and set take-off flap.
v. Reduce airspeed to the safety speed or Vyse
(whichever is the higher).
vi. Increase power (RPM and manifold pressure)
on both engines to the maximum permitted.
vii. Close one throttle, or move mixture control to
cut off, in order to simulate engine failure.
Note: At the safety speed (or above),
directional and lateral control can be safely
maintained.
viii. Complete engine failure drill.
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