Page 259 - UK AirCrew Regulations (Consolidated) March 2022

Part FCL Annex I - Flight Crew Licencing

k) yaw direction and further effects of yaw;
l) flight instrument indications;
m) identification of failed engine;
n) couples and residual out-of-balance forces: resultant flight
attitude;
o) use of rudder to counteract yaw;
p) use of aileron: dangers of misuse;
q) use of elevator to maintain level flight;
r) use of power to maintain safe airspeed and altitude;
s) supplementary recovery to straight and level flight: simultaneous
increase in speed and reduction in power;
t) identification of failed engine: idle engine;
u) use of engine instruments for identification:
1) fuel pressure or flow;
2) RPM gauge response effect of constant speed unit (CSU)
action at lower and higher airspeed; and
3) engine temperature gauges;
v) confirmation of identification: closing the throttle of the identified
failed engine;
w) effects and recognition of engine failure in turns;
x) identification and control; and
y) side forces and effects of yaw.
(B) Turning flight:
a) effect of ‘inside’ engine failure: sudden and pronounced effect;
b) effect of ‘outside’ engine failure: less sudden and pronounced
effect;
c) possible confusion in identification (particularly at low power):
1) correct use of rudder; and
2) possible need to return to lateral level flight to confirm
correct identification;
d) visual and flight instrument indications;
e) effect of varying speed and power;
f) speed and thrust relationship;
g) at normal cruising speed and cruising power: engine failure clearly
recognised;
h) at low safe speed and climb power: engine failure most likely
recognised; and
i) at high-speed descent and low power: asymmetry (engine failure)
possibly not recognised.
(C) Minimum control speeds:
a) Air speed indicator (ASI) colour coding: red radial line.
Note: this exercise is intended to explore the ultimate boundaries
of controllability of the aeroplane aircraft in an asymmetric state in
various conditions with a steady power setting. A steady power
setting is achieved by using a fixed power setting and adjusting
the aircraft attitude to obtain a gradual speed reduction. The failure
exercise should not be performed as a sudden and complete
failure at the VMCA given in the AFM. The purpose of the exercise
is to continue the gradual introduction of a student to the control of
an aeroplane in asymmetric power flight in extreme or critical
situations, and not to demonstrate VMCA.
b) Techniques for assessing critical speeds at wings level, and
recovery from those speeds; dangers involved when minimum
control speed and stalling speed are very close: use of safe
single-engine speed (Vsse).
c) Establishing a minimum control speed for each asymmetrically
disposed engine: establishing the critical engine (if applicable).
d) Effects on minimum control speeds of:
i) bank;
ii) zero-thrust setting; and
iii) take-off configuration:
A . landing gear down and take-off flap set; and
B. landing gear up and take-off flap set.
Note: the use of 5 ° of bank towards the operating
engine results in a better climb performance than that
obtained with wings level held. Manufacturers may
use these conditions when determining the
asymmetric climb performance of the aircraft. Thus,
the VMCA quoted in the AFM may be different from
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