Asymmetric go-around decision height in light twins
Asymmetric go-around decision heights are not published in any manufacturer's POH. That is because there are too many variables involved. Individual flying instructors may teach a decision height during initial twin endorsement but this is usually because they were taught that height by whoever did their own twin endorsement. Whatever height is nominated is certainly not based on measured flight tests.
This brings into question the validity of a section of the CASA Part 61 Manual of Standards covering operate multi-engine aeroplanes.
AME.6: Manage engine failure and malfunction during approach and landing
Para 2.6 (B) states: Nominate decision height for landing.
Accepting that fact that aircraft manufacturers do not publish a minimum decision height for a single engine go-around in light twin engine aircraft, then requiring a candidate to nominate a decision height during a test when there is no POH figure published, would indicate this should not be an assessable item and the requirement to nominate such a figure is invalid.
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In th past, Pprune has seen numerous discussions on pilot technique to be used if a wing should drop at the point of stall. The expression "pick up the wing with rudder" is frequently used in this context and there is little doubt many instructors teach students to skid the wings level before applying aileron. This is of course faulty technique and has the potential to cause an incipient spin in the direction to the dropped wing. Nevertheless the technique is almost universally taught at flying schools.
Having said that, it is interesting to note that Part 61 Manual of Standards at page 131 (Competency standards) paragraph 2.9 TR-SEA.9 - Operate aircraft in flight, states at sub-para (d) - (demonstrate approach to the stall and stall recovery) the following actions:
(I) recognises approaching stall symptoms;
(ii) reduce AOC at the stall;
(iii) prevents further yaw with rudder;
(iv) apply recommended power;
(v) when the wings are unstalled, level them using aileron control;
(vi) recover height loss
This would seem to put the kibosh on the popular teaching for a wing drop at the point of stall, that rudder should be used to pick up a dropped wing to level flight. The operative words are; (iii) prevents further yaw with rudder; In other words only sufficient rudder to prevent the wing from dropping further.