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Multi Engine princible of flight ppt aviation
- 1. Multi-Engine Principles ofFlight DEFINITION: An aircraft that has two or more engines which are located away from the centreline of the aircraft AIM: To gain an understanding behind the principles associated with flying a multi-engine aircraft under normal and emergency situations WHAT: -Types of Multi-Engine aircraft -Forces involved with multi- engine aircraft -Controlling an engine failure -How the aircraft performs with an engine failed -Notes on Engine faliures HOW: -Flying Multi-Engine aircraft -Handing emergency situations safely and effectively
- 2. Cessna 337 Multi-Engine Principlesof Flight Types of Multi-Engine aircraft Douglas DC4 Junkers JU52 Beechcraft Baron 58
- 3. Forces on aTwin And how it is affected by one engine failing Weight 1) Extra engine 2) Longer wings 3) Extra equipment 4) Larger control surfaces 5) Larger fuel tanks
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- 8. Drag 1) Extra engine 2)Longer wings 3) Extra equipment 4) Larger control surfaces
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- 11. Thrust Line Straight andLevel Thrust Thrust
- 12. High AoA –Asymmetric blade thrust Thrust Line
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- 14. Weight × Arm= Moment ( Larger moment = larger force ) Fn(thrust) × Arm = Moment
- 15. At a Highangle off attack, which direction will the nose want to yaw? Critical Engine: Engine that fails will make the situation more critical Which engine if failed would make the scenario worse? Thrust Line Question ???? To the LEFT
- 16. Thrust line –Counter Rotating Fn(thrust) × Arm = Moment No Critical Engine
- 17. Torque produced bythe engines Conventional Counter-rotating 1 direction 2 different directions. Away from the dead engine Greater Roll moment Smaller Roll moment
- 18. Lift Weight Drag Thrust Forces Recap - Unevenlift distribution (Roll towards the dead engine) - Heavier (Reduces Performance) - Increased drag from windmilling propeller (Yaw towards dead engine) - Asymmetric blade effect (Roll towards dead engine) - Torque (Roll into dead engine with conventional rotating propellers)
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- 20. Multi-Engine Principles ofFlight ENGINE FAILURE !!! Control Difficulties Asymmetric flight: is a condition of flight that will occur on a multi-engine aeroplane when an imbalance in thrust/Drag exists about the normal axis DEFINITION: An aircraft that has two or more engines which are located away from the centreline of the aircraft AIM: To gain an understanding behind the principles associated with flying a multi-engine aircraft under normal and emergency situations WHAT: -Types of Multi-Engine aircraft -Forces involved with multi- engine aircraft -Controlling an engine failure -How the aircraft performs with an engine failed -Notes on Engine faliures HOW: -Flying Multi-Engine aircraft -Handing emergency situations safely and effectively
- 21. Engine Failures -Control Thrust Thrust Thrust induced yaw
- 22. Thrust Drag Drag Induced Yaw EngineFailures - Control
- 23. Engine Failures –Control Propeller Drag
- 24. Engine Failures –Control Propeller Drag
- 25. Thrust Drag Thrust arm Rudder arm EngineFailures - Control Thrust Moment + Drag Moment < Rudder Force
- 26. Longer Moment Arm(B) = Better Rudder Efficiency (R) Position of the Centre of Gravity Engine Failures – Control Rudder Efficiency
- 27. Yaw Roll Pitch 1- Thrust fromlive engine 2- Drag from dead engine (Greater Yaw produced if Critical engine is failed) 1- Decreased airflow over dead engines wing 2- Torque reaction of live engine Less airflow over tail (Slight nose down tendency) Engine Failures - Control
- 28. AFTER you havegained control of your aircraft consider its performance Engine Failures - Performance “The Live engine might only take you to the scene of the crash”
- 29. Power Airspeed (Kts) Available Required Both EnginesSingle Engine 100% Power Both Engines 50% Power Single Engine Engine Failures - Performance Vyse Vy 80% reduction in performance Vyse is Blue Line
- 30. Engine Failures -Performance To reduce the power required we need to reduce the amount of drag created by: – WHY?? Cleaning up the aircraft 1)Retract flaps and undercarriage 2)Feather the propeller 3)3)Bank 5 towards the live engine
- 31. Wings level, Balanceball middle •Angled RAF •Increased profile drag • Weather Cock Un-Balanced flight
- 32. 3-5º into thelive engine, balance ball on the line • Zero sideslip • Position of RAF • Least drag Balanced flight
- 33. Over banking towardsthe live engine, balance ball out • Angled RAF • More drag • Least rudder deflection • Potential for Rudder stall Un-Balanced flight
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- 35. Air Exercise Familiarization Procedures- Checks& Actions Prop Synchronizing Steep Turns Stalls - 4000’ AGL Airmanship Engine Management – Cowl flaps VLE, VLO & VFE
- 36. 1. Fly -Stop the yaw (Rudder) 2. Speed - blue line 3. Power Up- full Power (dependent on scenario) 4. Clean Up - Gear and flap retracted 5. Identify – dead leg, dead engine 6. Verify – Look at fuel flow and retard suspect engine’s throttle 7. Rectify - Feather the correct engine 8. Secure – Shut down the failed engine (mixture, fuel, cowl flaps) 9. Bank 3-5º into live engine (Raise the dead) 10.Trim (rudder, aileron, pitch) 11.Conserve live engine Power settings, cowl flaps, fuel Control
- 37. Take-off brief In theevent of an engine failure with the gear down, close both power leavers and LAND !!! Under the prevailing “WAT” In the event of an engine failure with the gear up and with the required airspeed We going to power up all levers, maintain heading and blue line, Identify the dead foot and feather the dead engine and turn towards live engine to LAND ASAP
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Editor's Notes
- #3 Look at how another engine affects the aircraft. Increase in airflow over the wings.
- #5 Increase in drag
- #6 Increase in drag
- #7 Increase in drag
- #12 P-factor
- #13 Which way do the props turn from the cockpit
- #15 Undesirable effect
- #21 If reduce thrust on one of the engine. What will happen? Yaw.
- #22 Thrust is not the only yaw force. Look at the drag created by the dead engine
- #23 Wind milling prop creates the largest amount of drag
- #24 Wind milling prop creates the largest amount of drag
- #30 We need to reduce the amount of drag as possible to increase performance. We do this by banking the aircraft into the live engine.
- #34 Angle of attack will be larger with RAF from the side. Rudder stall BAD. Larger weather cocking moment into dead engine. Results in higher VMCA.