DISCLAIMERJUST IN CASE WE MAY HAVE A DIFFERENCE OF OPINION, ALL THE INFORMATION USED FOR THIS PRESENTATION HAS BEEN OBTAINED FROM THE FOLLOWING FAA PUBLICATIONS: AC61-21A, FAA-8083-3 AC61-23C, AIM, FAR’S AND THE PRACTICAL TEST STANDARDS BOOKLETS. ”P.T.S.”
IT HAS NOTHING TO DO WITH WHAT I LIKE OR WHAT I THINK IT SHOULD
BE DONE.
DEMONSTRATING THE EFFECTS OF VARIOUS
AIRSPEEDS AND CONFIGURATIONS
DURING ENGINE INOPERATIVE
PERFORMANCE
TWO PROCEDURES
VYSE AND
DRAGDEMO
WHY DO WE HAVE TO
PERFORM VYSE AND DRAG
DEMO?
AS IN ALL MANEUVERS WE DEVELOP:
KNOWLEDGE
PLANNING
TIMING
COORDINATION
ASSOCIATING WHAT HAS BEEN LEARNED, UNDERSTOOD AND APPLIED WITH PREVIOUS OR
SUBSEQUENT LEARNING
I FIND THIS IS ONE OF THOSE MANEUVERS
THAT IS PERFORMED MECHANICALLY.
WITH NO IDEA OF WHY WE ARE DOING IT?
ObjectiveOF
VYSE DEMO
To determine that the applicant:
1. Exhibits knowledge of the elements related to the effects of various airspeeds and configurations during engine inoperative performance by describing -
(a) selection of proper altitude for the demonstration.
NOT NECESSARILY 3,000’
(b) proper entry procedure to include pitch attitude, bank attitude, and airspeed.
(c) effects on performance of airspeed changes at, above, and below VYSE-
WHAT IS THE INTENT OF
EXPERIMENTING WITH LOWER OR
HIGHER AIRSPEEDS?
THE PROGRAMMING
IS TO EMPHASIZE AIRSPEED NOT
ALTITUDE
WHY 10 KNOTS ABOVE
AND BELOW VYSE?
IT IS NOT TO SHOW THAT THE AIRPLANE WILL NOT PERFORM
SATISFACTORILY ABOVE OR BELOW
BLUE LINE.
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A IR S PE ED
M P H
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A IR S PE ED
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YOU ARE NEVER GOING TO OBTAIN THE
PUBLISHED BEST SINGLE ENGINE CLIMB
PERFORMANCE ATBLUE LINE UNLESS YOU ARE AT SEA LEVEL ON A