GP MEP Flight Theory

MULTI ENGINE
FLYING THE TWIN
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M E P
Multi
Engine
Piston
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MEP
SEP
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If BOTH engines are running
MINIMUM DIFFERENCIES
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If BOTH engines are running
MEP = EXCESS THRUST
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If ONE engine fails
SEP = 100 % of thrust lost
MEP = 50 % of thrust lost
MEP = up to 85 % of thrust lost
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WHY ?
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ASYMETRICAL THRUST
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LOSS OF THRUST
100 %
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LOSS OF THRUST
100 %
50 %
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LOSS OF THRUST
50 %
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LOSS OF THRUST
50 %
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LOSS OF THRUST
50 %
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LOSS OF THRUST
50 %
45 %
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LOSS OF THRUST
DRAG
45 %
15 %
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3 main negativ factors of
ASYMETRICAL THRUST FLIGHT
Pilot MUST COUNTERACT
1. YAWING
2. BANKING
3. INCREASED DRAG
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1. YAW
RUDDER (PEDAL) - CONTRA

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2. BANK
AILERONS - CONTRA
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3. INCREASED DRAG
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3. INCREASED DRAG
INCORRECT
COORDINATION
BANK
0°
EXCESSIVE RUDDER
DEFLECTION www.f-air.cz
3. INCREASED DRAG
INCORRECT
COORDINATION
EXCESSIVE RUDDER www.f-air.cz

3. INCREASED DRAG
INCORRECT
COORDINATION
BANK
5° and more
EXCESSIVE AILERONS
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3. INCREASED DRAG
INCORRECT
COORDINATION
EXCESSIVE AILERONS
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3. INCRESED DRAG
CORRECT COORDINATION
BANK 2-5° www.f-air.cz

3. INCRESED DRAG
RUDDER - AILERONS
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3. INCRESED DRAG
RESULT ! www.f-air.cz
CRITICAL ENGINE
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CRITICAL ENGINE
If an engine fails...
It is tricky situation
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CRITICAL ENGINE
If critical engine fails
IT IS MUCH
WORSE
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CRITICAL ENGINE
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CRITICAL ENGINE
1. FACTOR - SPIRALING SLIPSTREAM
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
CRITICAL engine...
… sense of rotation
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CRITICAL ENGINE
2. factor - PROPELLER FACTOR
P - FACTOR
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
ANGLE OF
ATTACK
NORMAL FLT
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CRITICAL ENGINE
ANGLE OF
ATTACK
NORMAL FLT
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
CRITICAL engine...
... sense of rotation
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CRITICAL ENGINE
3. factor - ACCELERATED SLIPSTREAM
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
CRITICAL engine...
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CRITICAL ENGINE
4. factor - TORQUE
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CRITICAL ENGINE
4. factor - TORQUE
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CRITICAL ENGINE
4. factor - TORQUE
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CRITICAL ENGINE
CRITICAL engine...
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CRITICAL ENGINE
Review of
4 factors
1. SPIRALLING
SLIPTSTREAM
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CRITICAL ENGINE
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CRITICAL ENGINE
REVIEW OF
4 factors
2. P - FACTOR
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CRITICAL ENGINE
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CRITICAL ENGINE
REVIEW OF
4 factors
3.
ACCELERATED
SLIPSTREAM
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CRITICAL ENGINE
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CRITICAL ENGINE
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CRITICAL ENGINE
REVIEW OF
4 factors
4. TORQUE
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CRITICAL ENGINE
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SPECIAL TRAINING AEROPLANES
DOES NOT HAVE
CRITICAL ENGINE
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COUNTER - ROTATING
PROPELLERS
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NEW
TERM
Vmc
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minumum
Vmc
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minumum
control
Vmc
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ENGINE FAILURE
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ENGINE FAILURE
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ENGINE FAILURE
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ENGINE FAILURE
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ENGINE FAILURE
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ENGINE FAILURE
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ENGINE FAILURE
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ENGINE FAILURE
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ENGINE FAILURE
FULL RUDDER DEFLECTION
BANK max 2-5°
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ENGINE FAILURE
MAX
20°
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ENGINE FAILURE
MAX
20°
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Vmc
minumum
control
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MAIN FACTORS
AFFECTING Vmc
 MASS
 CENTER OF GRAVITY
 ALTITUDE
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MASS
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HIGHER
MASSMASS
= LOWER Vmc
OK
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CENTER OF GRAVITY
THRUST x A = LIFT x B
THRUST
LIFT
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CENTER OF GRAVITY
THRUST
LIFT
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CENTER OF GRAVITY
THRUST
LIFT
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CENTER OF GRAVITY
THRUST
B
LIFT
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CENTER OF GRAVITY
THRUST
B
LIFT
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CENTER OF GRAVITY
THRUST
SPEED MUST BE INCREASED

NO MORE RUDDER
B DEFLECTION
LIFT
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CENTER OF GRAVITY
THRUST
SPEED MUST BE INCREASED

NO MORE RUDDER
B DEFLECTION
LIFT
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CENTER OF GRAVITY
MOVES AFT
= HIGHER Vmc
OK
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ALTITUDE
THRUST
LIFT
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ALTITUDE
HIGHER ALT LOWER THRUST
THRUST
LIFT
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ALTITUDE
SPEED COULD BE DECREASED
THRUST
LIFT
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HIGHER ALTITUDE
ALTITUDE
THRUST =xLOWER
A = LIFT
VmcxB
OK
UP TO SPECIFIC LIMIT
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V stall ONE ENGINE INOP
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HIGHER ALTITUDE
= LOWER Vmc
OK
UP TO SPECIFIC LIMIT
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Vmc OF YOUR AEROPLANE
WAS DETEREMINED IN THESE COND.:
 MAX TAKE OFF THRUST

 MAX TAKE OFF MASS
 MAX AFT CG
 UNDERCARRIAGE UP
 FLAPS TAKE OFF
 MOST OF TWINS = 0° (P2006T flaps T/O)
 COWL FLAPS – TAKE OFF
 TRIM - TAKE OFF
 MAX BANK = 5°
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RECOMMENDED STUDY MATERIALS
http://www.faa.gov/library/manuals/
aircraft/airplane_handbook/media/faa-h-
8083-3a-5of7.pdf
JEPESSEN Multi Engine Manual
POH Tecnam P2006 T, PA-34
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GP MEP Flight Theory

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MULTI ENGINE

FLYING THE TWIN

SEP = 100 % of thrust lost

MEP = 50 % of thrust lost

MEP = up to 85 % of thrust lost

Pilot MUST COUNTERACT

RUDDER (PEDAL) - CONTRA

EXCESSIVE RUDDER www.f-air.cz

BANK 2-5° www.f-air.cz

If critical engine fails

DOES NOT HAVE

FULL RUDDER DEFLECTION

BANK max 2-5°

SPEED MUST BE INCREASED

SPEED MUST BE INCREASED

 MAX TAKE OFF THRUST

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