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, FAA-
8083-3 AC61-23C, AIM, FAR’S 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.
 AIRSPEED

MPH 40
240
220 60

200 80

180 100
160 120
140
 AIRSPEED

MPH 40
240
220 60

200 80

180 100
160 120
140
 AIRSPEED

MPH 40
240
220 60

200 80

180 100
160 120
140
 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 ENROUTE
*POWER UP *POWER UP
*CLEAN UP *CLEAN UP
*IDENTIFY *IDENTIFY
*VERIFY *VERIFY
*FEATHER *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
X

ENGINE FAILURE
Relative
Wind

ENGINE FAILURE
EFFECTS
OF THE
SIDE SLIP
Relative
Wind
Eliminating
the
Side Slip
X

ELIMINATING THE SIDE SLIP

X

ELIMINATING THE SIDE SLIP

IS ZERO SIDE SLIP
COORDINATED
OR
UNCOORDINATED
FLIGHT
 YES IT IS
PERFECTLY SAFE
TO TURN TOWARDS
THE INOPERATIVE
ENGINE.
X

MUST MAINTAIN VYSE

AND
ZERO SIDE SLIP
 WHY ARE WE DESCENDING?
AIRSPEED

MPH 40
240
220 60 ALT
30.00
200 80

180 100
160 120
140
set set

W
E

2 MIN. VSI
N
ELECTRIC 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
 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”
4’
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