CFI-to-CFI Newsletter - Volume 10 Issue 4 - 23
CRITICAL PHASE OF FLIGHT
ASI MESSAGE
BY RICHARD G. MCSPADDEN, JR.
EARLIER THIS YEAR A KING AIR 300 (BE350) CRASHED SHORTLY
AFTER TAKEOFF IN ADDISON, TEXAS. Video of the accident
appears to show that soon after becoming airborne, the aircraft
yawed strongly to the left followed by an astonishingly quick
left roll to an inverted ground impact. Crew comments from
the NTSB's preliminary report and video of the crash seem to
substantiate some type of asymmetric thrust issue. The NTSB
will complete a thorough investigation, which may take up to two
years and could find issues different from the initial indications.
In the meantime, we can use the accident to reinforce how
quickly things can erode in aviation and the critical decisions
that must be premeditated especially in multiengine, noncenterline-thrust aircraft.
Multiengine training centers on single-engine operations,
particularly engine failures on takeoff. The critical focus is
airspeed, and especially understanding minimum controllable
airspeed, or VMC. VMC is the slowest the airplane can fly on a single
engine and maintain controlled flight. Once airspeed drops
below VMC, the pilot does not have enough control authority to
counteract the asymmetric thrust.
Current VMC demonstration training in light twins is thought
by many multiengine CFIs to be counterproductive. At
altitude, thrust is gradually reduced on one engine so pilots can
experience reduced rudder effectiveness as the aircraft slows.
The problem is, it's a docile simulation of what is in reality a
rapid and violent situation. Pilots can leave the training with the
mistaken notion that degraded yaw control happens gradually
and controllably with plenty of time to make corrective inputs.
Those who've experienced the full VMC demonstration airborne
at higher altitudes report being shocked and frightened by the
airplane's quick, uncontrollable reaction when the airspeed
dropped below VMC. Such full demonstrations are discouraged,
since departure from controlled flight can result in a spin, which
is difficult or impossible to recover from in a light twin even at
high altitudes.
The concept of VMC and required pilot action is most challenging
in a takeoff with power loss near rotation speed (VR). V1 is the
maximum speed at which a takeoff can be aborted and the
airplane stopped in the remaining runway ("go speed"). In
high-performance turbine twins, V1 is often reached before VR.
CFI-to-CFI Newsletter - Volume 10 Issue 4
Table of Contents for the Digital Edition of CFI-to-CFI Newsletter - Volume 10 Issue 4
CFItoCFI Newsletter—Vol. 10, Issue 4
CFI Notes and letters
In the Spotlight: ASI's New eFIRC
Energy Management Concepts—Building Good Habits
Energy Management Concepts Quiz
Safety Seminar: More Difficult Decisions—Choices and Consequences
Collected Wisdom: Tricks of the Trade
CFI News
CFI Tips: Leadership Skills for CFIs
ASI Message: Critical Phase of Flight
There I Was... CO Poisoning—Waking Up
Standards Dissected: ACS In the Air—Knowledge, Risk Management, and Skills
Weather Wise: Cold Weather Ops Drill Down—Coping with Chilly Weather
Reality Check: Takeoff and Landing Performance—Book vs Actual Values
You Can Fly: Customer Experience Workshop
Safety Quiz: Night Ops
CFI Tools: The Basics of BasicMed
Chief's Corner: Giving Back
Ask ATC: Why Talk to ATC?
CFI-to-CFI Newsletter - Volume 10 Issue 4 - CFItoCFI Newsletter—Vol. 10, Issue 4
CFI-to-CFI Newsletter - Volume 10 Issue 4 - CFI Notes and letters
CFI-to-CFI Newsletter - Volume 10 Issue 4 - In the Spotlight: ASI's New eFIRC
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 4
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Energy Management Concepts—Building Good Habits
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 6
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 7
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 8
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 9
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 10
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Energy Management Concepts Quiz
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 12
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Safety Seminar: More Difficult Decisions—Choices and Consequences
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Collected Wisdom: Tricks of the Trade
CFI-to-CFI Newsletter - Volume 10 Issue 4 - CFI News
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 16
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 17
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 18
CFI-to-CFI Newsletter - Volume 10 Issue 4 - CFI Tips: Leadership Skills for CFIs
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 20
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 21
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 22
CFI-to-CFI Newsletter - Volume 10 Issue 4 - ASI Message: Critical Phase of Flight
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 24
CFI-to-CFI Newsletter - Volume 10 Issue 4 - There I Was... CO Poisoning—Waking Up
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 26
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 27
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Standards Dissected: ACS In the Air—Knowledge, Risk Management, and Skills
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 29
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 30
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Weather Wise: Cold Weather Ops Drill Down—Coping with Chilly Weather
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Reality Check: Takeoff and Landing Performance—Book vs Actual Values
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 33
CFI-to-CFI Newsletter - Volume 10 Issue 4 - You Can Fly: Customer Experience Workshop
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Safety Quiz: Night Ops
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 36
CFI-to-CFI Newsletter - Volume 10 Issue 4 - CFI Tools: The Basics of BasicMed
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 38
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 39
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Chief's Corner: Giving Back
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 41
CFI-to-CFI Newsletter - Volume 10 Issue 4 - 42
CFI-to-CFI Newsletter - Volume 10 Issue 4 - Ask ATC: Why Talk to ATC?
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