Multi Engine Training

Asymmetric in flight
Multi Engine Class Rating

1. Systems
2. Normal Circuits
3. Asymmetric In Flight
4. VMCA
5. Asymmetric Circuits
 Overview

1. Aim & Application

2. Assumed knowledge/study
3. Motivation
4. Objectives
5. Revision
6. Definitions
7. Aerodynamics
8. Controllability
• Consideration
9. Performance
10. Application
11. TEM
12. Objectives(revisit)
 Aim & Application

• Aim
• To provide a sound knowledge of the aerodynamic principles
and practical considerations involved in multi-engine flight
in both normal and non-normal conditions

• Application
• Training
• Unlikely event of an engine failure
• Flight tests
 Assumed Knowledge/study

• SFC Multi Engine Training Manual

• DA42 QRH
 Motivation

• Next step in your aviation career

• Increased speed, performance and systems complexity
• Safety – does not mean you’re safe!
 Objectives

By the end of this lesson, you will be able to, from memory:
• State the effect of an engine failure on the aerodynamic properties of the
aeroplane
• State and explain the most acceptable method for controlling yaw and
roll following the failure of an engine
• Explain how do we positively identify the failed engine
• Explain what does fix or feather mean
 Revision

1. What is the primary and secondary effect of rudder?

2. What is the thrust, drag couple?
3. What happens to thrust available as you increase in altitude?
4. What is the effectiveness of controls as your airspeed reduces?
 Definitions

VMCA
• VYSE – Best rate of climb single engine
• The speed at which the aircraft will achieve its best rate
of climb with one engine inoperative (blue line)
• VMCA
• Published minimum airspeed at which control
following an engine failure can be maintained (red line)

VYSE
 Definitions

• Critical Engine
• The critical engine of a multi-engine, fixed wing propeller driven aircraft is the
one whose failure would result in the most adverse effects on the aircraft’s
controllability and performance

• Windmill
• Propeller after the engine has failed will windmill (rotate in the relative airflow)
and create more drag than a feathered propeller
 Aerodynamics – Normal Stages

Normal stages of flight

T T
• 2 Thrust vectors and 2 drag vectors
• Equilibrium
• Lift balances weight
• Thrust balances drag
• All forces act on the longitudinal axis – No yaw
D D

D
 Aerodynamics – Engine Failure

• Redistribution of the thrust and drag

lines
• Decrease in thrust and increase in
D total drag
 Aerodynamics – Engine Failure

T
• Yaw moment
• Thrust line is offset from
the longitudinal axis
D

• Rolling moment
• Slipstream eliminated from
the failed engine
• Shielding

• Nose pitch down moment

Aerodynamics – Engine Failure

Loss of control!
 Solution

Control the aircraft

Stop the yaw
Controllability
 Controllability

4 options

1. Closing both throttles

2. Rudder only
3. Ailerons only
4. Combination of rudder and ailerons
 Option 1 – closing both throttles

• Closing both throttles eliminates the yaw

• Will become a glider
• How is the controllability?
• How is the performance?
 Option 2 - Rudder only

• Natural response of a pilot

• Thrust pulling the aeroplane forward
• Rudder force pushing the aeroplane to the left

This combination of force creates a

SIDESLIP (to the left)
• Problems
1. Curved flight path
2. Reduce
effectiveness in
rudder

• Balance ball will still

be centered
 Option 3 - Ailerons only

• Use ailerons to control yaw with no rudder

input
• The bank creates a horizontal component
of lift (sideslip to the right)
• Causes the RAF to come from front right
• The RAF causes a keel side force to the
left and it causes a yawing moment to the
right
• This balances the yawing moment caused
by the asymmetric thrust

Problems:
1. Balance ball will be displaced
• Extremely uncomfortable for passengers
• Create large sideslip to the operating engine (right)
= drag
 Option 4 – Combination

RUDDER ONLY AILERONS ONLY COMBINATION OF

RUDDER AND
AILERONS

Sideslip to the left Sideslip to the right Eliminate sideslip

 Option 4 – Combination

Advantages:
1. Flight path is predictable
2. Less rudder is required for directional control
( due ailerons )

Solution:

5° angle of bank – carry

the dead
½ ball out towards the live
engine
Considerations
 Considerations

• Critical Engine
• Asymmetric blade effect (p-factor)
• Torque
• Slipstream
• Critical Engine (counter-rotating propeller)
• Windmilling or feathered propeller
• Others
 Critical Engine
Clockwise Rotating Propeller
Asymmetric blade/ P-factor

The downgoing propeller creates more thrust than the upgoing

propeller

• Only happens if the propeller is operating at a positive AoA to the RAF

• Caused by 2 reasons
• Downgoing blade travelling a further distance
• Hence has to travel faster
• Which will generate more lift (thrust)
 Critical Engine
Clockwise Rotating Propeller
Asymmetric blade/ P-factor

• Other reason is the downgoing blade having a higher AoA than the upgoing
blade
• Only happens if the propeller is operating at a positive AoA to the RAF

Downgoing blade has a high AoA than the upgoing blade

 Critical Engine
Clockwise Rotating Propeller
Asymmetric blade/ P-factor

Left engine failure

• Thrust line is further away from the CG
causing the larger yawing moment

Right engine failure

• Thrust line is closer to the CG causing
the smaller yawing moment

Left engine is critical engine due asymmetric blade effect

 Critical Engine
Clockwise Rotating Propeller
Torque Effect

• Newton’s third law: For every action, there is an equal and opposite reaction
• Clockwise rotating propeller = Creating a torque to the left
 Critical Engine
Clockwise Rotating Propeller
Torque Effect

Left engine failure

• Creates a torque to the left due
clockwise rotating propeller
• Additionally to that is a yaw to the left
due asymmetric thrust

Right engine failure

• Creates a torque to the left due
clockwise rotating propeller
• Opposite to that is a yaw to the right
due asymmetric thrust

Left engine is critical engine due torque effect

 Critical Engine
Clockwise Rotating Propeller
Slipstream Effect

Left engine failure

 Slipstream from the right reduces
rudder effectiveness

Right engine failure

 Slipstream from the left increases
rudder effectiveness
 Slipstream will also hit the left side of
the tail causing a left yaw

LEFT engine is critical engine due slipstream effect

 Critical Engine
Counter-Rotating Propeller

• Factors causing critical engine

• Asymmetric blade
• Torque
• Slipstream
 Critical Engine
Counter-rotating Propeller
Asymmetric blade/ p-factor

Left/Right engine failure

• Thrust line is same from the CG,
causing the same yawing moment

No critical engine due asymmetric blade in a counter rotating propeller

 Critical Engine
Counter-rotating Propeller
Torque Effect

Yaw
Torque Left engine failure
• Asymmetric thrust causes a yaw to the
left
• Right engine creates a torque to the
right

Yaw
Torque
Right engine failure
• Asymmetric thrust causes a yaw to the
right
• Left engine creates a torque to the left

No critical engine due torque effect in a counter rotating propeller

 Critical Engine
Counter-rotating Propeller
Slipstream Effect

Left engine failure

• Slipstream from the right increases rudder
effectiveness
• Slipstream will also hit the right side of the
tail causing a right yaw

Right engine failure

• Slipstream from the left increases rudder
effectiveness
• Slipstream will also hit the left side of the
tail causing a left yaw

No critical engine due slipstream effect in a counter-rotating propeller

 Consideration
Windmilling or feathered propeller

Thrust

Forward velocity
Reverse
Forward velocity
Thrust

RAF
Rotational
Rotational AoA
velocity
velocity

Chordline
RAF
AoA Chordline

Normal Windmilling Feathered

 Consideration
Others

• Effect of airspeed
• Worst case: Low airspeed with high power settings

• Effectiveness of CG

Shorter arm creates a

smaller rudder moment

Longer arm creates a larger

rudder moment
Performance
Power available curve

Excess power is substantially

reduced with one engine
Condition:
25°C,SL
MTOW

1230FPM
 Condition:
25°C,SL

83.7% PERFORMANCE LOSS

MTOW
SINGLE ENGINE

200FPM
Application
 Application

Identification of engine failure

• Tacho (windmill)
• Oil pressure (slowly)
• Oil temperature (slowly)
• CHT (slowly)
• Fuel flow (slowly)
• EGT (slowly)

• So, how do we identify an engine failure??

YAW !!
QRH
 How do we is control the aircraft?
Why do weWhat
want pushthe both
consideration?
power levers forward?
What
Whatwill
willhappen
happentotothe
thepitching
pitchingmoment
momentwhenwhenwe
weselected the
select the
How
What does do up?
dead
gear
flaps verify?
foot mean?
What does it mean if the aircraft is yawing during verifying?

What is the decision factor for fixing or feathering?

If both ECU A and ECU B CAS message appears in the G1000 PFD
In any other cases
Continuously ensure we are maintaining reference point and speed is not below 85 kts.
ONLY TO BE USED IN EMERGENCIES
What is the maximum imbalance between
theconsider
Would you tanks? doing a
MAYDAY/PANPAN call?
 Airmanship

• Very careful when identifying dead engine and conducting checks

(touch checks during simulation only)
• No feathering of propeller unless it has been specified
• Only touch the appropriate pitch level and the instructor will
simulate a feather propeller by using zero thrust
• Smooth control inputs
• Keep calm
• Know aircraft speeds and checks
• Handover/taking over
• Aviate, Navigate, Communicate
• Lookout
 Threat and Error Management

Threat Error Management UAS

Not controlling yaw in an Use ailerons to stop the Follow the procedure and Loss of control
engine failure yaw keep calm

Misidentifying failed Rushing checks Follow the procedure and Loss of control
engine keep calm
Real engine failure Poor pre-flight/engine Monitor Ts & Ps Emergency
management landing/diversion
Task saturation Missing items on checks Aviate, navigate, Loss of performance or
communicate/prioritise control
 Objectives

By the end of this lesson, you will be able to, from memory:
• State the effect of an engine failure on the aerodynamic properties of the
aeroplane
• State and explain the most acceptable method for controlling yaw and
roll following the failure of an engine
• Explain how do we positively identify the failed engine
• Explain what does fix or feather mean