CAE PHOENIX PA44 Asymmetric Principles

REV 1- 5 FEB 16
With all suggestions for amendments and revisions please contact the EASA Flight
Lead Team. The EASA Training Manager is responsible for the content this briefing.

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AIM
To understand the principles involved in asymmetric flight, following an engine failure in a
conventional wing mounted multi engine aircraft.

OBJECTIVES
Recall the critical airspeeds for the PA44 aircraft
Correctly identify an engine failure

You will be able to Explain;

The factors which determine the ‘critical engine’
The principles involved with controlling an aircraft following an engine failure
The factors which affect the severity of the yaw
What is VMCA and how to recover in the early stage of loss of directional control
The techniques used to optimize aircraft performance following an engine failure

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OVERVIEW

REVISION
EFFECTS OF CONTROLS 1
DIRECTIONAL STABILITY
MOMENTS
CRITICAL ENGINE
DEFINITIONS
VMCA
VYSE/VXSE
DECISION SPEED AND POINT
WIND MILLING & FEATHERED PROPELLERS
ZERO THRUST SETTING
PRINCIPLES
ASYMMETRIC FORCES & AIRCRAFT RESPONSE
FACTORS EFFECTING THE SEVERITY OF YAW
VMCA IN DETAIL
FACTORS EFFECTING CRITICAL ENGINE
METHODS OF CONTROL
SINGLE ENGINE PERFORMANCE
CAE SOP SINGLE ENGINE GO AROUND FOR A LIGHT TWIN AIRCRAFT
FURTHER COMMENTS QUESTIONS AND CHECK OF UNDERSTANDING

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EFFECTS OF CONTROLS LESSON1
Thinking back to single engine lesson 1…

What is the secondary effect of Yaw?

On an SEP aircraft trimmed for straight and level flight will a medium power
setting, how does increasing power change the attitude in flight?

Yaw
Roll
Pitch What causes these movements?

Slipstream, Torque, P Factor(Asymmetric Blade effect) and precession

Control response is proportional to what?

Deflection
Airspeed

What does being ‘In Balance’ mean?

What is Directional stability?

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DIRECTIONAL STABILITY

Stability about the normal axis.

Large keel surfaces aft of the CoG provide restoring force

Increasing airspeed, increases directional stability

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 MOMENTS

Moment = FORCE x ARM WEIGHT AND BALANCE CALCULATIONS?

2m 1m

2N
1N

M = 1N x 2m = 2N x 1m
BALANCED MOMENTS EQUILIBRIUM, NO MOVEMENT

A long moment arm with a smaller force can balance out a larger force with a shorter arm

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 MOMENTS

M = 1N x 2m + 2N x 1m

TORQUE = Twisting moment COUPLE 2 forces that cause a turning moment

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CRITICAL ENGINE

The engine which will induce the greatest amount of yaw to an aircraft following an
engine failure (more later).

The critical engine is the engine with the down going blade closest to the fuselage

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VMCA MINIMUM CONTROL SPEED AIRBORNE
The minimum control speed in the take off configuration. The minimum speed at
which the aircraft is directionally controllable in flight with a sudden critical engine
failure and take off power on the operative engine(s).

Vmca (PA44) = 56kts

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VYSE & VXSE
Single engine Best rate of climb and single engine Best angle of climb speeds for the
PA44 are published in the AFM.

VXSE = 82kts
VYSE = 88kts

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 PROPELLER PRODUCING THRUST WIND MILLING PROPELLER

High RPM  Positive AOA  Thrust Very Low RPM  Negative AOA  DRAG!!

TAS TAS

Low RPM

In the case of an engine producing no power,

connected to a fine pitch propeller, the
High RPM
propeller will be turned by the airflow and
create considerable drag.

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WIND MILLING PROPELLER

The drag roughly equates to

putting a flat plate 2/3rds the size
of the propeller into the airflow.

DRAG

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 FEATHERED PROPELLER
To minimise drag, the feathering type propellers may be moved past course pitch
to place the average chord line parallel the relative airflow.

RAF

Zero AOA, No RPM Negligible Drag

Feathered The propeller will stop rotating.

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ZERO THRUST
In training, we will feather the propeller and shut down the engine only at high
altitude <4000ft.

To simulate engine failures after take off we will close one throttle and state
“simulated Engine failure.

We will pretend to feather by touch and talk drills only.

“Zero thrust” power setting is used to simulate the drag of a feathered propeller.

In the PA44 we use 12-13’’ MP.

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 THE ASYMMETRIC PROBLEM:

THRUST
L-W Couple

DRAG

YAW ROLL PITCH SPIRAL

Due to outside wing
DESCENT
Due to offset thrust and Due to reduction in thrust-
traveling greater distance & drag couple & horizontal
drag moments
loss of air flow over engine stabiliser down force
nacelle

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ASYMMETRY – SEVERITY OF YAW YAW MOMENT = Force X Arm
Factors that influence the severity of the yaw include:
1. Moment Arm

Short Arm Longer Arm

Less Yaw More Yaw

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ASYMMETRY – SEVERITY OF YAW YAW MOMENT= Force X Arm
Factors that influence the severity of the yaw include:
2. Effect of Thrust

High power Low Power

More Yaw Less Yaw

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ASYMMETRY – SEVERITY OF YAW YAW Moment = Force X Arm
Factors that influence the severity of the yaw include:
3. Effect of Drag

Prop Feathered

Prop Wind milling Prop Wind milling

More Yaw Less Yaw

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ASYMMETRY – SEVERITY OF YAW IAS ↑ directional stability ↑
Factors that influence the severity of the yaw include: More aerodynamic restoring
force
3. Effect of Airspeed

Low IAS High IAS

More Yaw Less Yaw

At what stages of flight do you have low airspeed and high thrust?
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 EFFECTIVENESS OF THE VERTICAL TAIL PLANE

YAW Moment = Force X Arm

FORCE L = CL½ρV² S Rear CoG

Forward CoG AOA, Rudder Deflection
Dynamic pressure, IAS
Size of the tail

ARM: From CoG

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 Yaw moment
Yaw moment
created by
MINIMUM CONTROL SPEED AIRBORNE (Vmca) Engine created by Rudder
Application
Failure
As IAS ↓ rudder effectiveness ↓

Below Vmca full rudder deflection

will not overcome the yaw due to
asymmetric thrust

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MINIMUM CONTROL SPEED AIRBORNE (Vmca)
VMCA is determined by the manufacturer and is marked by a redline on the ASI.

VMCA is calculated for the following most adverse conditions:

Critical engine wind milling

Live engine at full power
Max take-off weight at sea level in I.S.A conditions
Landing gear up
Flaps in take-off setting
Aircraft trimmed for takeoff
Engine controls in the takeoff position
Most rearward center of gravity
Maximum 5 degrees bank towards live engine

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Vmca RECOVERY
Reduce Power on Live engine

Maintain Control (lower nose to gain airspeed above VMCA- red line)

Apply Power and Climb at not below VYSE

Take-off safety speed (VTOSS) is a nominal speed factored to give a

margin above both the stalling speed and VMCA

PA44 = 88kts (at MTOW)

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Critical Engine

Twins with clockwise rotating propellers have a critical engine.

There are 4 factors which all combine to make the failure of one engine more
critical than the other:

Slipstream effect
Torque effect
Gyroscopic effect
Asymmetric blade effect (P-factor)

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Slipstream Effect:
Clockwise corkscrewing of the airflow hitting the keel surfaces and lower
empennage (particularly the vertical stabilizer) is greater from the left hand engine.

More Total
Yaw
Less Total Moment
Yaw
Moment

LEFT ENGINE
CRITICAL!

Slipstream Moment Adding To

Slipstream Moment Opposing
Thrust/Drag Moment
Thrust/Drag Moment

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 Torque Effect:
Creates a rolling effect opposite to the rotation of the propeller

Reaction Reaction

Action LEFT ENGINE Action

CRITICAL!

Live engine propeller torque opposing roll due Live engine propeller torque adding to roll
engine failure due to engine failure

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Gyroscopic Effect:
The loss of thrust causes the nose to pitch down
This places a force onto the top of a rotating propeller.
Gyroscopic precession translates this force by 90˚ in the direction of rotation,
This results in a force on the right hand side of the propeller.

Applied Force
LEFT ENGINE Longest ARM
CRITICAL!

Reaction Force

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Asymmetric Blade Effect (‘P’ Factor)
At low airspeeds and high angles of attack the down going blade of the propeller meets the
relative airflow at a higher angle of attack than the up going blade.

TAS TAS
Up

RAF RAF

Flight Path Flight Path

Down

RAF RAF

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Asymmetric Blade Effect (‘P’ Factor)
At low airspeeds and high angles of attack the down going blade of the propeller meets the
relative airflow at a higher angle of attack than the up going blade.

Therefore the thrust line of the propeller is offset towards the down going side of the disc

LEFT ENGINE Longest ARM

CRITICAL!

Down going blade

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COUNTER ROTATING PROPELLERS
In aircraft fitted with counter-rotating propellers both propellers rotate toward the
fuselage, eg. PA44, PA34

Advantages:
Thrust Lines are symmetrical
No critical engine
Disadvantages:
Cost of parts and maintenance.
Cannot share parts

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METHODS OF CONTROL
We have 3 methods to maintain control following an engine failure:

1 Rudder to stop the yaw – wings level

2 Combination 5 Degrees bank towards live engine and half skid ball yaw

3 Reduce power on live engine and pitch for speed

We must never:

Try to Bank towards the live engine with Aileron

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Rudder to stop the yaw Wings level :
After rudder application the thrust yawing moment combined with the opposing
rudder force will create a sideslip towards the dead engine.
The resulting side relative airflow will increase form drag and fuselage side
forces thus further increasing rudder requirements and subsequently affecting
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Rudder to stop the yaw- Wings level
This is usually the initial action following an engine failure especially in the cruise

This method is easier to fly because the wings are level and the skid ball is centered
Sideslip towards the dead engine – reduces rudder AoA. This reduces rudder
effectiveness.

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Rudder to stop the yaw- Wings level method:

There is a drag penalty due to sideslip, therefore it does not offer the absolute best
performance for critical situations such as after takeoff or missed approach.

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 LH
Lift

Lv

Slip ball off centre

Weight

Combination of 5 Degrees bank towards live engine and Half skid ball
Bank of 3-5˚ bank towards the live engine enables a reduction in side slip due to the
horizontal component of lift

This horizontal lift force is used to balance the side force of the rudder. The result is a
zero sideslip condition.

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Combination of 5 Degrees bank towards live engine and Half skid ball
Less rudder is required due to balanced airflow over the tail.
↓ Sideslip - ↓ Rudder required ↓ Drag ↑ Performance

Best climb performance and best rudder effectiveness

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Reduce thrust on live engine and pitch down for safe speed

High power Low Power

More Yaw Less Yaw

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HOW NOT TO DO IT: Very dangerous and inefficient!!
Poorly trained pilot panics and applies aileron only, banks towards the live engine – no rudder
input:

High angle of sideslip

Reduction of lift due sideslip blanketing wing
Higher AoA required as lift force is inclined !!
Relative to weight force!!
High drag!!
Risk of Stalling the vertical fin

LH
LV

Lift

Slip ball off

centre
Weight

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DON’T DO THIS!!
Bank towards the live engine – no rudder input:

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METHODS OF CONTROL - SUMMARY
We have methods to maintain control following an engine failure:

Rudder to stop the yaw – wings level method –

Simple and effective, easy to do

Combination of 5 Degrees bank towards live and half skid ball sideslip
Most efficient method, gives best performance

Reduce power on live engine –

Maintains control but we sacrifice performance (ability to climb)

Never: Bank towards the live engine with Aileron with no rudder input.
Very poor performance, hard to do, uncomfortable and danger of fin stall!!

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 Power Available
360 Both engines operating

Power Required
Both engines operating
THP

2 Engine Max Excess Power

Power Required
180 1 engine Inoperative

Power Available
1 engine operating
1 Engine Inop Max
Excess Power

~80% performance loss

IAS

50 88kts
100 150
(VYSE)
When one engine fails on a twin engine aircraft, we lose 50% of available power.
HOWEVER more importantly, we lose typically 80% of our climb performance.
(At sea level).
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PERFORMANCE LOSS OF REPRESENTATIVE LIGHT TWINS WITH ONE ENGINE
OUT (Sea level & feathered propeller)

All Engine Climb (fpm) S.E. Climb (fpm) % Loss

Beech Baron 58 1694 382 81
Beech Duke 1601 307 81
Beech Queen Air 1275 210 83
Cessna 310 1495 327 78
Cessna 340 1500 250 83
Cessna 421B 1850 305 83
Piper Aztec 1490 240 84
Piper Navajo Chieftain 1390 230 83
Piper Pressurised Navajo 1740 240 86
Piper Seneca 1 1860 190 90
Piper Seminole 1320 220 84
King Air C-90 1920 486 75

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Factors reducing SE Climb Performance

Landing Gear down: approx 200 fpm

Flaps: 75 – 100 fpm per 10˚ flap

Cowls open: 50 fpm

Windmilling Prop: 100 – 200 fpm

Altitude: SE ROC reduces with decreasing air density. See AFM for details.

Weight: Excess weight reduces ROC

Age of Aircraft: Decreased ROC. Old engines, propellers, airframe damage,

rough paint, misfitting components, etc.

Turbulence, ice: reduce S.E. ROC.

** Figures are indicative only

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SE Service Ceiling

SE service ceiling is the PH at which SE ROC reduces to 50 fpm

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 Seminole Airspeed Notes from POH
Vmca Air Minimum Control Speed is the minimum flight speed at which the
airplane is directionally controllable as determined in accordance with Federal
Aviation Regulations. Airplane certification conditions include
 one engine becoming inoperative and wind milling.
 not more than a 5º bank towards the operative engine,
 takeoff power on operative engine, landing gear up,
 flaps in takeoff position, and
 most rearward C.G

note Vmca for this airplane is usually coincident with aerodynamic stall.

AIRSPEED INDICATOR MARKINGS IAS

Green Arc (Normal Operating Range) 57 KTS to 169 KTS
White Arc (Flap Down) 55 KTS to 111 KTS
Blue Line (One Engine Inoperative Best Rate of Climb Speed) 88 KTS

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 Asymmetric Flight One
Aim: To investigate the aircraft’s performance with one prop feathered. To learn to recognise the symptoms of an engine failure
To learn to control the aircraft and identify the failed engine To learn the effects of power and speed on control available
T Traffic, engine failure
E Engine miss handling, loss of control,
M. Lookout, Checks Before Feathering (Distance from suitable airfield,3000ft AGL, Engine checked, Cowl Flaps, Crew co operation
SE Ceiling / MSA / Drift Down (Ice), Warn Crew, Confirm Engine Controls) 3. Control Of Aircraft Following Failure

Air Exercise SU,T,TO, Departure to training area, Revision of general handling. STOP YAW RUDDER
Re-join circuit And landing. LEVEL WINGS AILERON
ADJUST PITCH STABILATOR
1. Feathering (Fx) Drill (Min 3000’ agl) 4. Identification
Instructor flies and actions checks L/R LEG DEAD – L/R ENGINE DEAD
Student reads checklist (He reads – you do)
Engine Feather Alternate method of control: Close both throttles
SE Cruise Power: e.g. During takeoff or say in cloud
110kts / 18-19” / 2500rpm / Mixt Rich at night at a great height whilst turning
Aircraft trimmed S+L, BALL IN THE MIDDLE 5. Engine Failure In Turns
Note warning lights on, levers unbalanced Inside engine fails – “Rapid” Yaw + Roll – Spiral
Student flies to experience SE flight Outside engine fails – “Slow” Raw + Roll (through
(Note position of rudder pedals and trim indicator) wings level) - Spiral
Crossfeed drill from checklist
6. Effect Of Power + IAS On Control Available
Engine Un Feather
Student actions checks Practice engine failure, student control and identify
Instructor flies and reads checks (You read and fly – he do) Instructor flies aircraft, student has control of rudders to
Set 8-10” to warm engine - keep straight
Rudder indicator and trim displacement and IAS the same Constant power 22” Constant IAS
2. Effects Of Engine Failure, Instructor demo only
From S+L at 110kts, engine fails! Increase IAS = Less rudder Decrease power= less
Yaw, Roll, Spiral towards failed engine rudder
Instrument Indications:
Yaw – Slip indicator Decrease IAS = More rudder Increase Power = More
Roll – AI & TC rudder
Spiral – AI, TC, Alt, VSI, DI Critical Combination
e.g. Takeoff

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 Asymmetric Flight Two ENGINE FAILS!

Aim: To learn the significance of critical speeds (VMCA 56kts) . To learn and 1. Control
practice the EFATO drill - Stop Yaw Rudder;
- Pitch to half 2 engine climb attitude
T. Traffic, Engine mis handling - Level wings Aileron
E. Loss of control - Maintain 88kts VYSE
M: Lookout, Check & Confirm, Touch Drills, Pre Feathering Checks
2. Identify
Revision. To practice the feathering and unfeathering drill
Configuration for all speeds: Dead Leg = Dead Engine
(Instructor uncovers Throttle quadrant)
Failed Engine – Throttle Closed Gear Up Cowl No Rudder Ball
Live Engine – Max MAP, Max RPM Flap Up Flap Trim
3. Power Up Live Engine
Central
Mixture Rich / Prop RPM Max / Throttle Full
Student on rudders 4. Feather Dead Engine Re identify
a). Reduce IAS until directional control lost ≈ 75kts(or stall warner, whichever sooner) Touch Drills Only!!
Recovery – Lower nose + Reduce power on the live engine This is the critical speed for Throttle Close / Prop Feather / Mixture Cut off
that day, that a/c, that pilot. It may be higher or lower than VMCA (Instructor sets zero thrust approx. 12-14 MAP)
5. Gear Up + Flap Up
b). Reduce IAS ≈ 75kts – Apply 5o bank towards live engine (aircraft turns),
so less rudder required to maintain direction 6. Re Identify
Bank reduces critical speed, but is difficult to sustain. 7. Secure Dead Engine
Brick is offset ½ -3/4 towards lowered wing - Magnetos off one at a time,
- Fuel Pump off,
c). Reduce IAS ≈ 75kts – Simulate feathered engine (zero thrust) –
- Alternator off
less rudder is required to maintain direction
Note the large effect that the feathered engine has on the controllability 8. Check for fire
9. Cowl flaps
d). Reduce IAS ≈ 75kts – Simulate Fxx dead engine & 5o of bank towards live engine
Critical speed is now lower than in all the above, possibly below stalling speed -Close on dead, as required on live
Use this technique initially if control is difficult e.g. shortly after takeoff 10. Dead Engine Fuel Selector off
]

Engine Failure After Takeoff: 11. Live Engine Alternator load check/reduce

< 75 kts – Abandon, land back on 12. Trim

75 – 88kts - Manoeuvre to land ahead? 13. Declare – MAYDAY or PAN

> 88 kts – Climb away may be possible. 14. Checklist –verify time permitting

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 Asymmetric Circuits
Aim: To learn deal with an engine failure after takeoff, fly an asymmetric circuit, asymmetric go around and asymmetric landing.
T. Traffic,
E. Loss of control, (VMCA) Engine mis handling, (for training and testing touch drills only!) Control
M: Lookout, T+P’s, Cowl Flaps, Engine Limitations, VYSE Climb, VAT Rudder Trim and Balance Identify
Asymmetric Committal Height (ACH), Criteria: 1) Stable Approach, 2) Clear Runway, 3) Clearance to land Live power up
ENGINE Dead Feather
EFATO
Final Final ACH FLAP 40 FAILURE Gear Up
DRILL
90 kts Checks 300 AGL 85 kts
> 500 ft Flap up
88kts VYSE
LOOKOUT
LOOKOUT
At ACH: Re-Identify
Mid Base
Committed: Single Engine Landing Secure the Dead
FLAP 25
or Manage Live
90kts
Single Engine Go-around Declare Pan
Trim
LOOKOUT
Landing Checks Downwind – 110-115 kts LOOKOUT
Gear down end of Downwind full” / MAX rpm

Base/Final Upwind/Crosswind/Downwind MAY choose to fly

Whenever the power is changed: Co-ordinate with Rudder 5 AOB to live and half slip brick for maximum performance
Balance Indicator must be centred and the Rudder trimmed
Power – Brick - Trim

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 Single Engine Go around
When passing Asymmetric Committal Height ACH (300ft AGL) we must have 3 things:
1) Stable approach 2) Clear Runway 3) Landing Clarence

- If not execute Single engine go-around (Also called Asymmetric Go around) If not execute Single engine go-around
(Also called Asymmetric Go around) during this maneuver you may have descended slightly below ACH.

• Smoothly apply full power • Maintain 88kts • Single engine

• Maintain Balance prevent yaw with rudder • Maintain heading circuit pattern
• Gear up • May select 5 Degrees AoB and half skid
• Flap up to maximize climb performance if
• Pitch up required
(Attitude approx. half 2 engine climb attitude) • Rudder Trim
• VYSE 88kts • After Takeoff Checklist
• Positive rate of climb

300ft
When aircraft clean and
ACH climbing
“88kts Positive Rate” “Oxford 880 – Going around”
“Unstable, GO Around” “Gear Up, Flap Up, Pitch Up” “After take off Check list” Aviate, Navigate, Communicate!

SOP: Full flap only taken when “committed” below ACH (300ft).
Once Full flap is selected a much greater height and time would be required to safely go around
therefore the aircraft is committed to land.

50
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 Single Engine Go around Common Errors!!!

Continuing below ACA with another aircraft on the runway!

Opening throttle too quickly and not coordinating with rudder
- Aircraft yaws and rolls – pilot applies aileron to level the wings, poor directional control aircraft
slipping and skidding, bad performance. Often cause of fatal turboprop accidents.
Pitching up too much to early or waiting for positive rate before selecting gear up and/or retracting flaps,
decreasing speed below VXSE.
- Depending on power available the aircraft may not be able to climb or accelerate….
Selecting Full Flap too early – Examiner asks you to go around at ACH… space and time to clean up
and change flight path not assured.
Treating ACA as a hard altitude– when the decision is made it is normal to go slightly below ACH while
cleaning up and beginning the climb.

51
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 Single Engine Landing
Before passing Asymmetric committal Height (300ft AGL) we must have 3 things:
1) Stable approach 2) Clear Runway 3) Landing Clarence
- If not execute Single engine go-around (Also called Asymmetric Go around) during this maneuver you may have
descended slightly below ACH.

• After passing ACH with correct criteria the aircraft is • When committed below ACH you may select full flap and
committed to landing because performance and reduce speed to Vref as for a normal approach.
height required for a single engine go-around is no
longer available. • For the purpose of the CPL test you will only have one
throttle until briefed by the examiner you have both to
close smoothly together for the landing flare.

300ft
ACH

“Stable, Committed”

“Full Flap”

SOP: Full flap only taken when “committed” below ACH (300ft).
Once Full flap is selected a much greater height and time would be required to safely go around
therefore the aircraft is committed to land

52
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