Chapter 12 Addendum Transition to Multiengine Airplanes | Airplane Flying Handbook (FAA-H-8083-3B)

Airplane Flying Handbook (FAA-H-8083-3B) Addendum Chapter 12 Transition to Multiengine Airplanes
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Due to a technical glitch, Chapter 12 of the Airplane Flying Handbook (FAA-H-8083-3B) abruptly ends on page 12-28.
The following addendum contains the remaining material that is missing from the current version of the chapter.

Airplane Flying Handbook (FAA-H-8083-3B) Addendum Chapter 12: Transition to Multiengine Airplanes Engine Inoperative—Loss of Directional Control Demonstration An engine inoperative—loss of directional control demonstration, often referred to as a "VMC demonstration," is a task on the practical test for a multiengine class rating.
A thorough knowledge of the factors that affect VMC, as well as its definition, is essential for multiengine pilots, and as such an essential part of that task.
VMC is a speed established by the manufacturer, published in the AFM/POH, and marked on most airspeed indicators with a red radial line.
A knowledgeable multiengine pilot understands that VMC is not a fixed airspeed under all conditions.
VMC is a fixed airspeed only for the very specific set of circumstances under which it was determined during aircraft certification.
In reality, VMC varies with a variety of factors as outlined below.
The VMC noted in practice and demonstration, or in actual single- engine operation, could be less or even greater than the published value, depending on conditions and technique.
Historically, in aircraft certification, VMC is the sea level calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the airplane with that engine still inoperative and then maintain straight flight at the same speed with an angle of bank not more than 5°.
The foregoing refers to the determination of VMC under "dynamic" conditions.
This technique is only used by highly experienced test pilots during aircraft certification.
It is unsafe to be attempted outside of these circumstances.
In aircraft certification, there is also a determination of VMC under "static," or steady-state conditions.
If there is a difference between the dynamic and static speeds, the higher of the two is published as VMC.
The static determination is simply the ability to maintain straight flight at VMC with a bank angle of not more than 5°.
This more closely resembles the VMC demonstration task in the practical test for a multiengine rating.
The AFM/POH-published VMC is determined with the "critical" engine inoperative.
The critical engine is the engine whose failure had the most adverse effect on directional control.
On twins with each engine rotating in conventional, clockwise rotation as viewed from the pilot's seat, the critical engine will be the left engine.
Multiengine airplanes are subject to P-factor just as single-engine airplanes are.
The descending propeller blade of each engine will produce greater thrust than the ascending blade when the airplane is operated under power and at positive angles of attack.
The descending propeller blade of the right engine is also a greater distance from the center of gravity, and therefore has a longer moment arm than the descending propeller blade of the left engine.
As a result, failure of the left engine will result in the most asymmetrical thrust (adverse yaw) as the right engine will be providing the remaining thrust.
[Figure 12-20]